Structure Inspection Procedure

Discipline:
Engineering
Category:
Procedure
Structures Inspection Procedure

ETE-09-02
Applicability
ARTC Network Wide
Document Status
Version
Date Reviewed
Prepared by
Reviewed by
Endorsed
Approved
1.4
10 Feb 14
National Bridges
& Structures
Engineer
Stakeholders
GM Technical
Standards
Operations Safety
& Environment
Review Group
8/09/2014
Amendment Record
Version
Date Reviewed
Clause
1.0
08 Dec 09
Originally published as ETN-09-01 Structures Inspection Manual

version 1.0 Working Draft. Reissued as a Procedure.
1.1
18 Jun 10
Banner added regarding mandatory requirements in other

documents and alternative interpretations.
1.2
31 Oct 11
Appendices
Description of Amendment
Updates to Appendix B, E, F & P.

Minor editorial change to remove CRN applicability box.
1.3
12 Nov 12
Appendix B
Updated with pre-approved amendment (Nov 2011) to remove CRN

related lines & data following hand over of CRN Network effective
15 January 2012.
1.4
10 Feb 14
Various
Updated inspection process for Bridge Wood panels, Fibre

Composite products, Expanda & Rotaloc pvc pipes / liners and
Redundant Structures.
Australian Rail Track Corporation Limited 2014

Disclaimer:
This document has been prepared by ARTC for internal use and may not be relied on by any other party without ARTCs prior written consent. Use
of this document shall be subject to the terms of the relevant contract with ARTC.
ARTC and its employees shall have no liability to unauthorised users of the information for any loss, damage, cost or expense incurred or arising by
reason of an unauthorised user using or relying upon the information in this document, whether caused by error, negligence, omission or
misrepresentation in this document.
This document is uncontrolled when printed.
Authorised users of this document should visit ARTCs intranet or extranet (www.artc.com.au) to access the latest version of this document.
Engineering Procedure
ETE-09-02 Structures Inspection Procedure
Contents
Contents
1
Introduction ........................................................................................... 6
1.1
Purpose ............................................................................................ 6
1.2
Scope ............................................................................................... 6
1.3
Procedure Owner ............................................................................... 6
1.4
Responsibilities .................................................................................. 6
1.5
Reference Documents ......................................................................... 7
Structures Management System ............................................................. 7
Inventory ................................................................................................ 8
3.1
Introduction ...................................................................................... 8
3.2
Inventory Information ........................................................................ 8
Engineering Inspection ......................................................................... 10

4.1
Inspection Procedure .........................................................................10

4.1.1 Pre Inspection Investigation .....................................................10
4.1.2 As-New Load Rating .............................................................. 10
4.1.3 Fatigue Assessment .................................................................11
4.1.4 Preparation for Inspection ........................................................ 11
4.1.5 Detailed Inspection .................................................................11
4.1.6 Site Measurements ..................................................................13
4.1.7 As-Is Load Rating .................................................................13
4.1.8 Bridge Management Strategies .................................................14
4.2
Data Recording .................................................................................14

4.2.1 Inventory and photographic record ............................................15
4.2.2 Condition Rating .....................................................................15
4.2.3 Assessment of Outstanding Defects ...........................................15
4.2.4 New Defects ...........................................................................16
4.2.5 Load Rating ............................................................................16
4.2.6 Fatigue Assessment .................................................................16
4.2.7 Inspection Frequency .............................................................. 17
4.2.8 Timber Bore Results ................................................................ 17
4.3
Inspection Review .............................................................................17

4.3.1 Defects ..................................................................................17
4.3.2 Mitigation/Maintenance Work ....................................................17
4.3.3 Engineering Inspection Report ..................................................17
4.3.4 Overall Review of Inspection Report ..........................................18
5
Version 1.4
Visual Inspection .................................................................................. 19

Date of last revision: 10 Feb 14
This document is uncontrolled when printed. See ARTC Intranet for latest version.
Page 2 of 89
5.1
Contents

5.1.1 Pre Inspection Investigation .....................................................19
5.1.2 Preparation for Inspection ........................................................ 19
5.1.3 Visual Inspection .....................................................................19
5.2
Data Recording .................................................................................21
5.3
Inspection Review .............................................................................21

5.3.1 Defects ..................................................................................21
5.3.2 Mitigation/Maintenance Work ....................................................21
5.3.3 Overall Review of Inspection Report ..........................................22
Special Inspection ................................................................................ 23

6.1
Track Patrol .......................................................................................... 24

7.1
7.2
Data Recording .................................................................................24
Appendix A Structures Management System Inventory Attributes..... 25
Appendix B Asset Register Attributes Controlled Values ................. 28
10
Appendix C Structural Elements ......................................................... 33
11
Appendix D Element Location ............................................................ 45
12
Appendix E Inspection of Steel Structural Elements .......................... 47

12.1 Steel Degradation .............................................................................47
12.2 Inspection Methods ...........................................................................47
12.3 Element Inspection ...........................................................................48
12.4 Broad Flange Beam ...........................................................................49
12.5 Element Condition Assessment Guidelines ............................................50
12.6 Additional Inspection Requirements.....................................................51
13
Appendix F Inspection of Timber Structural Elements ....................... 53

13.1 BridgeWood Decking .........................................................................53
13.2 Timber degradation ...........................................................................53
13.3 Inspection methods ...........................................................................53
13.4 Inspection procedure .........................................................................54
14
Appendix G Inspection of Concrete Structural Elements .................... 57

14.1 Concrete Degradation ........................................................................57
14.3 Locations ......................................................................................... 58
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Contents

14.4.1 Reinforced Concrete Elements ..................................................58
14.4.2 Prestressed Concrete Beams ....................................................59
15
Appendix H Inspection of Fibre Composite Structural Elements ........ 60

15.1 Fibre Composite Degradation.............................................................. 60
15.1.1 Inspection ..............................................................................60
15.3 Locations ......................................................................................... 61
15.4.1 Fibre Composite Elements ........................................................ 61
16
Appendix I Inspection of Interflow Expanda & Rotaloc Pipes ............ 63

16.1 General ........................................................................................... 63
16.2 Expanda & Rotaloc Degradation .......................................................... 63
16.2.1 Inspection ..............................................................................63
16.4 Locations ......................................................................................... 64
16.5.1 Expanda & Rotaloc Pipes .......................................................... 65
17
Appendix J Inspection of Masonry Structural Elements ..................... 66

17.1 Overview ......................................................................................... 66
17.2 Defects Caused by Structural Distress .................................................66
17.3 Defects arising due to the nature of the material ..................................67
17.4 Defects instigated by external agents ..................................................67
18
Appendix K Inspection of Tunnels....................................................... 68
19
Appendix L Inspection of Substructure Elements ............................... 69

19.1 Introduction .....................................................................................69
19.2 Inspection procedures .......................................................................69
20
Appendix M Inspection of Underwater Structural Elements ............... 71

20.1 Introduction .....................................................................................71
20.2 Frequency ........................................................................................ 71
20.3 Methods of Underwater Inspection ...................................................... 71
20.4 Diving Inspection Intensity Levels ....................................................... 72
20.5 Types of Inspection ...........................................................................73
20.6 Qualifications of Diver-Inspectors ........................................................ 73
21
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Appendix N Inspection of Miscellaneous Structures ........................... 74

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Contents
22
Appendix O Inspection of Redundant Structures ............................... 75
23
Appendix P Engineering Inspection Process Flow Chart .................... 76
24
Appendix Q Visual Inspection Process Flow Chart ............................. 79
25
Appendix R Determination of Condition Rating .................................. 81

25.1 Introduction .....................................................................................81
25.2 Measurement ...................................................................................81
26
Appendix S Load Rating of Bridges and Culverts ................................ 83

26.1 Introduction .....................................................................................83
26.2 Load Rating Results...........................................................................83
26.3 Train Load Effects .............................................................................83
26.4 Speed Restriction ..............................................................................83
26.5 Fatigue Rating ..................................................................................84
26.6 Wind & Sway Bracing ........................................................................84
26.7 Train Consists...................................................................................86
26.8 Road Vehicles ...................................................................................88
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Introduction
Mandatory requirements also exist in other documents.

Where alternative interpretations occur, the Manager Standards shall be informed so the
ambiguity can be removed. Pending removal of the ambiguity the interpretation with the safest
outcome shall be adopted.
Introduction
1.1
Purpose
This document forms an integral part of Structures Inspection Standard ETE0901 and
describes the system and processes for inspecting structures on the Australian Rail Track
Corporations (ARTC) network.
1.2
Scope
Section 9 of the ARTC Code of Practice identifies the minimum requirements for the inspection
of structures.
This Structures Inspection Procedure applies to all structures under ARTCs responsibility and
provides guidance for the processes for undertaking the following inspections:
Engineering Inspections;
Visual Inspections;
Special Inspections;
Track Patrol Inspections.
The systematic inspection of structures forms the basis of good asset management practice. The
outcomes from the inspection process are used to:
i.
Provide data on the current condition, performance and environment of a structure

including the severity and extent of defects. The data enables those responsible for
managing structures on ARTCs network to assess if a structure is currently safe for use
and fit for purpose, and provides sufficient data for actions to be planned where structures
do not meet these requirements.
ii.
Provide analyses, assessments and processes where there is a change in condition, cause
of deterioration, rate of deterioration, maintenance requirements, effectiveness of
maintenance and structural capacity.
iii. Provide data for asset management planning in order to deliver an acceptable level of
service.
iv. Compile, verify and maintain inventory data for all structures under ARTC responsibility.
Section 3 of this Procedure describes the inventory data that should be held in the
Structures Management System 1.
1.3
Procedure Owner
The Manager Standards is the Procedure Owner and is the initial point of contact for all queries
relating to this Procedure.
1.4
Responsibilities
The National Bridges & Structures Engineer is responsible for the implementation of this
Procedure.
The Structures Management System refers to ARTCs computerised Bridge Management System, known as the BMS. Refer to the BMS
User Manual for specific use of the system in each state.
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1.5
Structures Management System
Reference Documents
The following documents are supported by this Procedure:
ARTC Track & Civil Code of Practice Section 9 Structures
ETG-09-01 Structures Inventory
ETE-09-01 Structures Inspection.
Structures Management System

For effectiveness of structure management, it is important that data associated with an asset is
as complete as possible, of high quality and consistent with other data collected on the network.
To ensure the completeness of the data, the Structures Management System provides a means
for recording, storing and accessing critical data for all structures on the network. A flowchart of
the processes of the Bridge Management System (BMS) is provided in Figure 1 below.
Figure 1 Structures Management System Processes
To ensure the data is of high quality and auditable, access to the Structures Management
System is restricted to approved users only to input and amend inventory, inspection and
maintenance information.
For consistency of data structure, reporting, descriptions and processes are described in this
Procedure for the following categories:
Inventory
The requirements for inventory data are provided in Section 3 of this Procedure.
Inspection
The purpose and methodologies of these inspections are detailed in Sections 4 to 7 of this
Procedure.
Maintenance
The processes for scheduling corrective and preventive maintenance work are included in the
inspection methodologies in Sections 4 to 7 of this Procedure.
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Inventory
3.1
Introduction
Inventory
The Structures Management System holds asset inventory, condition and performance data with
the objective of providing up-to-date information that can be used to determine the current
condition of structural elements and the overall performance of structures. In addition, the
Structures Management System provides the basis for providing a range of network wide
reports on different structures and structure types.
3.2
Inventory Information
The Structures Management System must have a minimum set of inventory information for
each structure on the network in order for it to provide sufficient functionality to all involved in
the management of structures. Appendix A provides a schedule of inventory attributes
required to be populated in the Structures Management System.
Corporate Asset Management System
In NSW, there are a number of the higher level attributes that are controlled and maintained in
Ellipse, ARTCs Corporate Asset Management System. The schedule in Appendix A identifies
these attributes controlled in Ellipse. Where there is a change in the value of these attributes,
the change must be made in Ellipse. These changes will be automatically reflected into the
Structures Management System.
In other states all inventory attributes are controlled and maintained in the Structures
Management System only.
Controlled Attribute Lists
A number of the attributes have been allocated a controlled set of values with the objective of
providing consistency in inventory information across the network. A schedule of controlled
values for each subject inventory attribute is provided in the Appendix B.
Structural Elements
Structure inspection procedures, reporting, maintenance scheduling and monitoring of condition
mainly focus on structural elements. The elements used for the majority of structures on the
network have been predefined in Appendix C.
Appendix C also provides further guidance for the identification of the predefined elements on
typical structures.
The elements are further divided into the following six material groups describing the material
from which they are constructed:
Steel - including cast and wrought iron elements / components;
Precast concrete;
Cast-in-situ concrete;
Timber;
Masonry including brickwork and stonework;
Other including but not limited to gravel, neoprene, bitumen, cork, malthoid and
aluminium.
To achieve consistent and comparable results, the inspector must use the unique element
and/or element number documented in Appendix C to identify defects and condition rate each
part of the structure being inspected.
Location
The process of identifying the location of an element that has the defect should be defined as
follows:
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Inventory
For underbridges, and any other structure with spans parallel to the track, all
descriptions are based on the start of a structure, which is the end with the lowest
Kilometrage using the following abbreviations:
A Abutment;
S Span;
P Pier.
All elements should be numbered from the Downside (left hand side when facing direction
of increasing kilometrage) progressing to the Upside (right hand side).
For Overbridges, culverts and any other structure with spans perpendicular to the track
the numbering system should be the same as for an underbridge with the start of a
structure located on the Down Side of the track.
All elements should be numbered from the highest Kilometrage (left hand side when facing
the Up side rail) side progressing to the lowest Kilometrage (right hand side) side.
An example of the numbering/description system is provided in Appendix D.
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Engineering Inspection
The purpose and scope of an Engineering Inspection is provided in the Standard ETE-09-01
Structures Inspection.
Further general information for specific types of structures is provided in Appendices E to L, as
listed below:
Appendix E
Inspection of Steel Structural Elements;
Appendix F
Inspection of Timber Structural Elements;
Appendix G
Inspection of Concrete Structural Elements;
Appendix H
Inspection of Masonry Structural Elements;
Appendix I
Inspection of Tunnels;
Appendix J
Inspection of Substructure Elements;
Appendix K
Inspection of Underwater Structural Elements;
Appendix L
Inspection of Miscellaneous Structures.
These appendices provide general guidance only and it is expected the Structures Engineer will
use appropriate engineering judgement and experience when recommending actions from an
Engineering Inspection.
4.1
Inspection Procedure
The process of undertaking an Engineering Inspection is shown in a flowchart in Appendix M.
4.1.1
Pre Inspection Investigation

Prior to undertaking an Engineering Inspection the Structures Engineer should review the
available relevant historical information for the structure, including:
i.
Available inspection and engineering investigation reports;
ii.
Maintenance history;
iii. Outstanding defects and proposed Major Periodic Maintenance;

iv. Defects identified for future observation from previous inspections;
v.
Structural issues that have been recorded since the last inspection;
vi. As-New and As-Is load rating and load effects from current traffic from previous
inspections and/or investigations;
vii. Current train operating configurations;
viii. Train loading history and previous fatigue assessments;
ix. Underwater Inspections (including assessing the need to undertake a further underwater
inspection as part of this Engineering Inspection).
4.1.2
As-New Load Rating

Where a structure does not have an As-New load rating in terms of LA design railway loading
or T44 design road vehicle loading in accordance with AS 5100/7 and construction drawings are
available the rating should be calculated prior to undertaking the on-site inspection, so that
there is a better understanding of the structurally critical elements. The drawing dimensions
should later be confirmed by site measurements and rating results corrected as necessary.
The load assessment should identify:
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The capacity of each primary and secondary element;

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The equivalent train load effects for each primary and secondary element for each
nominated train consist.
The load rating should be determined in accordance with the document Load Rating of Bridges
and Culverts, which is included in Appendix P.
4.1.3
Fatigue Assessment
Prior to undertaking the on-site inspection, the fatigue assessment should be updated to include
the train loading history for the period since the last fatigue assessment, so there is a better
understanding of the critical elements that have reached or are approaching the end of their
theoretical remaining fatigue lives.
Fatigue assessment for road bridges and culverts are not required unless otherwise included in
the scope of work.
4.1.4
Preparation for Inspection

In preparation for the inspection, the Structures Engineer should liaise with the local Structures
Representative and/or the Structures Inspector to ensure the appropriate arrangements are in
place to undertake the inspection, including:
Track protection;
Inspection access arrangements;
Safety equipment;
Arrangements with relevant authorities/stakeholders.
The Structures Engineer must prepare a Safety Plan and submit to the Structures
Representative for approval.
4.1.5
Detailed Inspection
The detailed inspection should cover all elements of the structure, including below ground and
water level where appropriate. The individual elements of the bridge should be visually
examined either with the naked eye or through the use of appropriate equipment such as
mirrors, telescopic equipment or video recording in order to identify structural defects.
The Structures Engineer should undertake the following work:
Review of Structure Inventory Records
The Structures Engineer is required to review the existing inventory information currently held
in the Structures Management System for the structure and identify:
Additional information to make the inventory data complete;
Modifications to correct errors, or changes arising from maintenance work, to the

existing information.
For each structure, the following photographic records that form part of the inventory
information are required:
1) A view along the deck system;
2) One or two views (depending on the size of the structure) showing the elevation of the
structure;
3) One or two representative photographs of more complex structures such as trusses.
The Structures Engineer should review the existing photographs in the Structures Management
System for that structure, and take additional photographs if currently inadequate or there has
been a substantive change.
Following the inspection, the Structures Engineer should advise the Structures Representative of
any required changes to the inventory. The Structures Representative should review the
proposed changes and arrange for the changes to be made in the Structures Management
System.
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Record the Exposure Rating of Elements

The Structures Engineer should identify the exposure classification in the immediate proximity
of each structural element in accordance with Section 5.2 of ETE-09-01.
Condition Rating of Elements
The Structures Engineer should make an assessment of the condition of each standard element
and the extent over which that condition applies in accordance with Section 5.3 of ETE-09-01.
The Structures Engineer should compare the condition of each element with the above general
description and those provided in Appendices E to L of this Procedure. These descriptions
cannot cover every situation and the Structures Engineer is expected to exercise judgement
based on knowledge and experience in association with the above general descriptions, to
identify the appropriate condition state applying to each element in the field.
The extent of each condition state affecting an element should be measured as a percentage of
the whole element. That is the percentages in each condition state (1, 2, 3 and 4) must add up
100%. The unit of measurement adopted for each element is provided in Appendix C and this
should be used as a basis for determining and measuring the percentage of each condition state
affecting the whole element. The methodology of determining the measurement of condition
rating is further described in Appendix O.
Assessment of Previously Reported Defects and Monitor
At the start of the inspection procedure, the Structures Engineer should review the status of the
previously reported defects. Depending on the rate of deterioration of the defect the Structures
Engineer should either record:
No Change -
The original defect category and repair priority (where appropriate) allocated
to the defect does not change.
Re-Assess -
The defect is reassessed and a new defect category and repair priority
recorded.
Remove -
The defect is not considered to be an issue any longer and is therefore not
required to have any further monitoring at the next inspection.
Completed -
If a defect has been repaired but is still identified as an outstanding defect,

the Structures Representative should be notified.
Outstanding - If a defect has been reported as repaired but is still outstanding, the
Structures Representative should be notified.
New Defect Identification

Generally for each element with a Condition State 3 or 4, additional information concerning the
defect(s) on that element should be recorded including:
Type of element;
Location of element;
Assessment of Defect Category A- D and M;
The Defect Type from the controlled list of defect types (refer Appendix B);
For Defect Categories A-D, assign a Repair Priority and specific date for rectification
(refer Table 1 below);
For Defect Categories A and B, impose an immediate mitigation strategy as deemed necessary;
Defect size;
A brief description of the defect. Where the defect is likely to cause a loss in capacity of
an element provide an estimate of reduction in cross sectional area and rate of
degradation;
Photographic records are required of all critical defects. Typically this should include, but
not be limited to, defects located on elements with condition rating 4. Where defects are
repeated, only typical defects photographs are required.
The Structures Engineer should take

documented in Table 8 in ETE-09-01.
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into
account
the
required
response

timeframes
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Establishing the cause of an observed defect is crucial to determining the severity of a defect. If
the Structures Engineer is unable to determine the mechanism responsible for the cause of a
defect, further input should be sought from a specialist engineer. If the cause of a defect cannot
be identified and the level of risk cannot be determined, further investigation should be
recommended.
Repair Priority
All defects should be allocated a repair priority as shown in Table 1 below:
Repair Priority Code
Rectification Period
E Emergency
Rectification work to commence within 24 hours.
3 Priority 3
An actual Date for Rectification should be nominated but should be:
not less than 90 days from Date of Inspection;
not greater than the date for the next inspection.

Table 1: Repair Priority Codes
Note:
Repair priority codes 1 (<7 days) and 2 (<28 days), in accordance with Asset
Maintenance Works Management Procedure (EGP-10-01) are not applicable for
structures maintenance work due to insufficient timeframes to undertake remedial
action, and therefore not utilised to prioritise maintenance work.
Specific Requirements for Engineering Inspections

In addition to the inspection requirements outlined above for all structures, it is necessary to
undertake specific inspection and/or testing as listed below in Table 2:
Structure Type
Steel and
Structures
Wrought
Iron
Timber Structures
Substructures submerged in
permanent water
Inspections/ Testing
Procedure Reference
Paint condition rating;
Appendix E
Magnetic Particle and Dye Penetrant

testing.
Boring of Elements;
Underground Inspections.
Underwater Inspection
Appendix F
Appendix J
Table 2 Additional Inspection Requirements
4.1.6
Site Measurements
Site measurements should be undertaken to either confirm drawing dimensions or when
drawings are not available, to ensure accurate dimensions of elements are available for load
rating.
4.1.7
As-Is Load Rating

Where the condition of an element has deteriorated to the extent that its As-New load
carrying capacity has been affected, a new rating for the element should be determined for the
As-Is condition.
Where elements have a capacity of less than 300LA for railway structures, and T44 for road
bridges, the following information should be recorded for each deficient element:
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Location;
Description of Deficiency;
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4.1.8
Member Rating;
Capacity Ratio;
Speed Restriction for current traffic where railway bridge or culvert has inadequate load
carrying capacity (to provide a capacity ratio of 1.0);
Load limit expressed in terms of R (rigid) and T articulated vehicles for road bridges
where capacity is less than T44 design load.
Bridge Management Strategies

Following completion of the fieldwork and As-Is load rating, the Structures Engineer should
develop recommendations for:
Corrective Maintenance
Maintenance work or mitigation measures to defects that represent either an immediate risk to
train operations or an unacceptable risk to train operations before the next scheduled
Engineering Inspection. The work must be implemented by the specified rectification date.
Preventive Maintenance
Rehabilitation work likely to be required beyond the timeframe of the next engineering
inspection. The rehabilitation work should be grouped into similar type of work that can be
addressed during a single Major Periodic Maintenance (MPM) activity. Usually the work would be
limited to Defect Category M defects and strengthening of deficient elements, but may include
Category A-D defects if the rectification dates coincide with the MPM program.
The recommendations for MPM work should take into account work already programmed for
that structure.
Category M Defects
The Category M defects requiring further observation at the next inspection should be identified.
Special Inspections
The Structures Engineer may recommend that Special Inspections are undertaken to monitor
specific defects. Where a Special Inspection is currently being undertaken, the Structures
Engineer may recommend a change in the frequency of the Inspection if appropriate or
recommend the inspections are no longer required.
Engineering and Visual Inspections
The Structures Engineer may recommend an increase in the frequency of Engineering and / or
Visual Inspections where deemed necessary.
The Structures Engineer should take into account the overall condition of the structure and the
criticality of the line when developing the recommendations.
4.2
Data Recording
All information obtained during the Engineering Inspection must be entered directly into the
Structures Management System. All defects should contain a clear and concise scope of work to
allow forward planning and costing. The information includes:
i.
Inventory and photographic records;
ii.
Condition/Paint Rating;
iii. Outstanding Defects;

iv. New Defects;
v.
Load Rating (including all calculations);
vi. Fatigue Assessment (including all calculations);

vii. Maintenance Works;
viii. General Information and Inspection Frequency;
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ix. Timber Boring Results.

For item i., inventory and photographic records, the Structures Engineer does not have
permission to change such information in the Structures Management System. The engineer
should seek changes in accordance with Section 4.1.5 of this Procedure.
4.2.1
Inventory and photographic record

The information should include all of the required inventory attributes as identified in Section 3,
where appropriate for that structure.
The Structures Engineer should provide the Structures Representative with the following
information:
Attribute information where there is currently no information;
Information where there are changes required;
Where there is a controlled value to the attribute, the Structures Engineer can only recommend
the controlled values nominated in Appendix B.
The Structures Representative should arrange for the information to be included in the
Structures Management System.
4.2.2
Condition Rating
The following information is to be recorded:
i.
List all elements of the structure (by their unique number reference) as per Appendix C;
ii.
Exposure classification for each element;
iii. Condition state of each element;

iv. Paint Condition Rating for Steel Bridges.
4.2.3
Assessment of Outstanding Defects

The Structures Engineer should record if:
The defect has not changed
There is no requirement to provide any further information.
The defect needs to be re-assessed
There is a requirement to provide the following further information:
Defect Category;
Defect Type;
Repair priority for Category A-D defects only;
Rectification Date for Category A-D defects only;
Allocated MPM (if appropriate);
Quantity;
Description.
The defect should be Closed
The defect no longer needs to be assessed. Provide a reason to the cause of why
assessment is no longer necessary and the defect can then be closed out.
The defect has been repaired
The defect has been repaired but was not recorded as being fixed in the Structures
Management System. The Structures Engineer should advise the Structures Representative
who should investigate further and arrange for the close out of the defect in BMS in Victoria
and SA/WA or in Work Management System (WMS) in NSW, if appropriate.
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Closure of such a defect in BMS will NOT result in its closure in WMS.
The defect is still Outstanding
The defect was identified as repaired, but was found to be still outstanding upon inspection.
The defect should be re-identified as for a new defect, including a description stating the
defect had been closed in error.
4.2.4
New Defects
The information should list all new defects and issues requiring remedial work or on-going
observation. All defects must have clear and concise scope of work. The Structures Engineer
should record
4.2.5
Element Name;
Location;
Defect Category;
Defect Type;
Description.
Quantity;
Recommended rectification work;
Repair priority for Category A-D defects only;
Rectification Date for Category A-D defects only);
Allocate to an MPM (if appropriate).
Load Rating
The Structures Engineer should list:
Load rating in the As-New and As-Is conditions;
Load effect from the current train consists;
The elements with less than 300LA As-Is load capacity (or T44 for overbridge):
Location;
Member Rating;
Capacity in As-New and As-Is condition;
Dynamic Load Allowance (where applicable);
Speed Restriction for current traffic where railway bridge or culvert has inadequate load
carrying capacity (to provide a capacity ratio of 1.0);
Load limit for road bridges where capacity is less than T44.
4.2.6
Fatigue Assessment
The information should list for elements with a theoretical remaining fatigue life of less than 20
years:
Element;
Location;
Accumulated Damage;
Theoretical Remaining Fatigue Life.
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4.2.7
Inspection Frequency
The Structures Engineer should record the recommended frequency and date of inspection for
the next:
4.2.8
Engineering Inspection (if less than the mandatory frequency);
Visual Inspection (if less than the mandatory frequency);
Special Inspection(s) if required.
Timber Bore Results

The inspector should record timber bore results for each element that has been drilled in
accordance with Appendix F:
The location;
The size of piping to each bore.
Where appropriate, the type of decay should be recorded as part of the defect description.
4.3
Inspection Review
4.3.1
Defects
The Structures Representative should assess all reported Category Defects A-D, and Category
Defects M where requested by the Structures Engineer within the required timeframes.
Where the Structures Representative has concerns over the defect category allocation,
associated repair priority and/or associated rectification date of a defect, in the first instance the
issue should be discussed with the Structures Engineer. If it is agreed that the Structures
Representative should vary the assessment of the defect, the Structures Engineer should
provide written confirmation of the agreed change(s) that should be filed with the inspection
records.
If the Structures Representative and the Structures Engineer cannot reach an acceptable course
of action, the matter should be referred to the National Bridges & Structures Engineer for
further review. If, following the review, it is agreed that the Structures Representative should
vary the assessment of the deficiency; the National Bridges & Structures Engineer should
provide written confirmation of the change(s), which should be filed with the inspection record.
4.3.2
Mitigation/Maintenance Work
The Structures Representative should allocate the corrective maintenance work to be actioned
in accordance with the repair priorities agreed above. The Structures Representative should also
arrange any short term mitigation actions recommended by the Structures Engineer.
If it is planned to undertake corrective maintenance work as part of an MPM the proposed date
for completing the MPM must be before the agreed date for rectification of the defect.
For preventive maintenance work, the Structures Representative should develop MPM strategies
for the structure taking into account the recommendations of the Structures Engineer.
4.3.3
Engineering Inspection Report

The Structures Engineer should submit a draft engineering report containing a summary of
critical defects, deficient elements, speed restrictions, load ratings, fatigue assessments,
recommended inspection frequencies and short term mitigation actions within the timeframes
identified in the Inspection Standard, ETE0901.
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The Structures Representative should arrange for the review of the draft report with the
National Bridges & Structures Engineer and discuss as required with the Structures Engineer
with the objective of accepting the details for the final report.
4.3.4
Overall Review of Inspection Report

Following successful resolution of all of the above issues, the Structures Engineer should upload
the report, including all ratings, calculations, etc., into the Structures Management System.
The Structures Representative should mark the engineering inspection report as accepted for
inclusion in the Structures Management System and ensure any requirement for special
inspections, speed restrictions, etc. are actioned.
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Visual Inspection
Visual Inspection
The purpose and scope of a Visual Inspection is provided in the Standard ETE-09-01 Structures
Inspection.
Further general information for specific types of structures is provided in Appendices E to K,
as listed below:
Appendix E
Inspection of Steel Structural Elements;
Appendix F
Inspection of Timber Structural Elements;
Appendix G
Inspection of Concrete Structural Elements;
Appendix H
Inspection of Masonry Structural Elements;
Appendix I
Inspection of Tunnels;
Appendix J
Inspection of Substructure Elements;
Appendix K
Inspection of Underwater Structural Elements;
Appendix L
Inspection of Miscellaneous Structures.
These appendices provide general guidance only and it is expected the Structures Inspector will
use appropriate judgement and experience when recommending actions from a Visual
Inspection.
5.1
The process of undertaking a Visual Inspection is shown in the flowchart in Appendix N.
5.1.1
Pre Inspection Investigation

Prior to undertaking a Visual Inspection the Structures Inspector should review the available
relevant historical information for the structure, including:
5.1.2
Available inspection, engineering and any investigation reports;
Outstanding defects and planned Major Periodic Maintenance;
Deficiencies identified for future observation;
Structural issues that have been recorded since the last inspection.
Preparation for Inspection

In preparation for the Inspection, the Structures Inspector should liaise with the Structures
Representative to ensure the appropriate arrangements are in place to undertake the
Inspection, including:
5.1.3
Track protection;
Inspection access arrangements;
Safety equipment;
Arrangements with relevant authorities/stakeholders.
Visual Inspection
A Visual Inspection covers all elements of the structure above ground and water level.
Inspections below ground and water level and nondestructive testing, such as MPI, Dye
Penetrant or timber boring, may be necessary for specific structures from time to time. The
individual elements of the bridge should be visually examined either with the naked eye or
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Visual Inspection
through the use of appropriate equipment such as mirrors, telescopic equipment or video
recording in order to identify structural defects.
Review of Structure Inventory Records
The Structures Inspector is required to review the existing inventory information currently held
in the Structures Management System for the structure and identify either:
Additional information to make the inventory data complete;
Modifications to correct errors, or changes arising from maintenance work, to the existing
information.
For each structure, the following photographic records that form part of the inventory
information are required:
A view along the deck system;
One or two views (depending on the size of the structure) showing the elevation of the
structure;
One or two representative photographs of more complex structures such as trusses.
The Structures Inspector should review the existing photographs in the Structures Management
System for that structure, and take additional photographs if currently inadequate or there has
been a substantive change.
Following the inspection, the Structures Inspector should advise the Structures Representative
of any required changes to the inventory. The Structures Representative should review the
proposed changes and arrange for the changes to be made in the Structures Management
System or Ellipse.
Assessment of Previously Reported Defects and Monitor
At the start of inspection procedure, the Structures Inspector should review the status of the
previously reported defects, including those require monitoring. Depending on the rate of
deterioration of the defect the Structures Inspector should either record:
No Change -
The original deficiency category and repair priority (where appropriate)

allocated to the deficiency does not change.
Re-Assess -
The deficiency is reassessed and a new deficiency category and repair

priority recorded.
Completed -
If a defect has been repaired but is still identified as an outstanding defect,

the Structures Representative should be notified to have it closed out in BMS
in Victoria and SA/WA or in Work Management System (WMS) in NSW, if
appropriate. Closure of such a defect in BMS will NOT result in its closure in
WMS.
Outstanding - If a defect has been reported as repaired but is still outstanding, the
Structures Representative should be notified.
New Deficiency Identification

When the Structures Inspector identifies a new defect, the following information should be
recorded:
Version 1.4
Type of element;
Location of element;
Assessment of Defect Category A- D and M;
The Defect Type from the controlled list of defect types (refer Appendix B);
For Defect Categories A-D, assign a Repair Priority and a specific date for rectification
(refer Table 1);
For Defect Categories A and B, impose an immediate mitigation strategy as deemed

necessary.
Defect size;

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Visual Inspection
A brief description of the defect. Where the defect is likely to cause a reduction in
strength provide estimate of reduction in cross sectional area of structural element or
loss of structural adequacy.
Photographic records of all critical defects. Where defects are repeated, only typical
defects photographs are required.
It should be noted for Category A to C defects the Structures Inspector should communicate
urgently with the Structures Representative to implement immediate mitigation strategies and
arrange further assessment within the prescribed timeframes. All verbally agreed actions should
be documented in the inspection report.
For Category M, Monitor, the Structures Inspector can allocate the defect:
5.2
To the Structures Representative to review, or
For re-assessment at the next inspection.
Data Recording
All information except for Inventory and Photographic record obtained during the Visual
Inspection should be entered directly into the Structures Management System. All defects
should contain a clear and concise scope of work to allow forward planning and costing.
Refer to the nominated section for further details:
i.
Outstanding Defects
Section 4.2.3
ii.
New Defects
Section 4.2.4
5.3
Inspection Review
5.3.1
Defects
The Structures Representative should review, within the specified timeframes:
All Category A to D defects;
All Category M defects where the Structures Inspector has requested further review;
The Structures Representative has authorisation to change the defect category, repair
priority and rectification date reported by the Structures Inspector. The Inspectors
original assessment must be kept on record.
Where the Structures Representative has concerns over specific defects further advice may be
sought from either the Structures Engineer who undertook the last Engineering Inspection or
from the National Bridges & Structures Engineer. Where written advice has been provided, the
advice should be filed with the inspection report.
5.3.2
Mitigation/Maintenance Work
The Structures Representative should allocate the corrective maintenance work to be actioned
in accordance with the agreed repair priorities and rectification dates. The Structures
Representative should also arrange for any short term mitigation actions to be implemented.
If it is planned to undertake corrective maintenance work as part of an MPM; the date for
completing the MPM must be before the rectification date for the defect.
For preventive maintenance work, the Structures Representative should review the outcomes of
the Visual Inspection against the proposed MPM works for the structure and make modifications
as required.
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5.3.3
Visual Inspection
Overall Review of Inspection Report

Following successful resolution of all of the above issues the Structures Representative should
mark the Visual Inspection report as accepted for inclusion in the Structures Management
System.
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Special Inspection
Special Inspection
The purpose and scope of a Special Inspection is provided in Standard ETE-09-01 Structures
Inspection.
6.1
Special Inspections should generally be carried out in accordance with Section 5.1 of this
Procedure.
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Track Patrol
Track Patrol
The purpose and scope of a Track Patrol inspection is provided in Standard ETE-09-01
Structures Inspection.
7.1
Track Patrols should be carried out in accordance with ARTC Code of Practice (Track & Civil).
7.2
Data Recording
All defects should be reported to the Structures Representative, who should arrange for
assessment and input into the Structures Management System.
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Appendix A Structures Management System Inventory Attributes
Appendix A Structures Management System

Inventory Attributes
Attribute
Controlled Values
1. Structure Identification
1
Asset class
Yes 1
1.1
State
Yes
1.2
Region
Yes1
1.3
Line
Yes1
1.4
Line segment
No1
1.5
Line class
Yes
1.6
Kilometrage
No1
1.7
Line Class
Yes
1.8
Direction
Yes1
1.9
Asset Number
No1
1.11
Network
Yes
1.12
Service status
Yes1
1.13
Date of Construction
No1
2. Structure Information
2.1
Structure Type
Yes1
2.2
Structure Name
No1
2.3
Bridge owner
Yes
2.4
Bridge Maintainer
Yes
2.5
Span Type Material
Yes1
2.6
Span Type Structure
Yes
2.7
Deck type
Yes
2.8
Deck material type
Yes
2.9
Structure configuration)
No
3. Structure Configuration
3.1
No of Spans
No
3.2
Span Length
No
3.3
No of cells (Culverts only)
No
3.4
Cell width/diameter (Culverts only)
No
3.5
Cell height (Culverts only)
No
4. Access Information
4.1
Rail Level to Invert Level
No
4.2
Land Owner
No
4.3
Phone Number
No
5. Geometry Details
Version 1.4
5.1
Posted vertical clearance
No
5.2
Actual vertical clearance
No
5.3
Minimum Horizontal Clearance from centre No

line
5.4
Minimum Horizontal Clearance
No
5.5
Bridge Length
No

Page 25 of 89
Attribute
Controlled Values
5.6
Deck Width
No
5.7
No of spans
No
5.8
No. of Lanes
No
5.9
No of beams per span
No
5.11
Used as underpass
No
5.12
Barrel Length
No
5.13
Cell Width/diameter (Culvert only)
No
5.14
Cell Height (Culvert only)
No
5.15
No of cells (Culvert only)
No
5.16
No. of tracks
No
5.17
Track Alignment
Yes
5.18
Walkway
No
5.19
Walkway width
No
5.20
Track Centre line to Walkway Handrail
No
5.21
Refuge
No
5.22
Design super elevation
No
5.23
Guard Rails
No
5.24
Rail Level to Invert Level
No
6. GPS Data
6.1
Easting
No
6.2
Northing
No
6.3
Map Zone
No
7. Paint Details
7.1
Painted
No
7.2
Lead paint
No
7.3
Paint Condition
Yes
7.4
Recommended Repaint Year
No
7.5
Last Painted Year
No
7.6
Cost of Repaint
No
8. Transom Details
8.1
Transom Material
8.2
Height
No
No
8.3
Width
No
8.4
Length
No
8.5
No of Transoms
No
8.6
Transom spacing
No
8.7
Transom Bolt Diameter
No
8.8
Transom Bolt Type
Yes
8.9
When Renewed
No
8.11
Packing under transom
No
8.12
Type of sleeper plate
No
9. Utilities
Version 1.4
9.1
Description of service
No
9.2
Service Type
No
9.3
Service Owner
No
9.4
Maintains Contract Details
No

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Attribute
Controlled Values
10. Documents
10.1
Subjects
Yes
10.2
Site Environment
No
11. Photographs
11.1
Photo Name
Yes
11.2
Date
No
11.3
Photo File Name
No
11.4
Description
No
12. Bridge Capacity

12.1
Load rating (As-New)
No
12.2
Load rating (As-Is)
No
12.3
Line Rating
No
12.4
Permitted track speed (Passenger and

Freight)
No
12.5
Posted track speed (Passenger and Freight)
No
12.6
Defect Related (Track Speed)
No
12.7
Capacity Calculated (Track Speed)
No
12.8
Temporary speed restriction (Up/Down)
No
12.9
Train Consist
No
12.10
Capacity Ratio
No
12.11
Dynamic Load Allowance
No
12.12
Vehicle Load Effects (for Train consist)
No
12.13
Theoretical Remaining Fatigue Life
No
12.14
Live Load Factor
No
12.15
Fatigue Damage
No
12.16
Posted Load Limit (overbridge only)
No
13. Structural Element Group
13.1
Deck
Yes
13.2
Superstructure
Yes
13.3
Substructure
Yes
13.4
Tunnel
Yes
13.5
Other
Yes
13.6
Location
No
For structures in NSW the value for this attribute is imported directly from Ellipse.
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Appendix B Asset Register Attributes Controlled Values
Appendix B Asset Register Attributes

Controlled Values
Asset Class
Structure Types for the Asset Class
Bridges
Overbridge
Underbridge
Footbridge
Culverts
Small Culvert
Large Culvert
Tunnels
Tunnel
Miscellaneous Structures
Access (i.e. stairs, walkways)

Buffer stop (includes Stop block)
Culvert non-track
Flood structure
Lighting Gantry
Lighting Tower
Loading Structures (e.g. Loading Bank)
Overhead Service crossing
Retaining wall
Signal gantry
Sound barrier (including fencing)
Turntable
Water Structures
Weighbridge
State
NSW
VIC
SA
WA
Region
North South (North)
Kalgoorlie to Cootamundra (NSW)
North South (South)
KFC (SA/WA)
North South (South) NSS (Vic)
MAC (Vic)
Hunter Valley (NSW)
MAC (SA)
Residual Lease Network
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Line
Line
NSW
SOUTH/WESTERN AUSTRALIA
C03-PORT WARATAH ARRIVALS
W11 DRY CREEK TO CRYSTAL BROOK
C05-KOORAGANG JUNCTION
W12 -CRYSTAL BROOK TO SPENCER JUNCTION
C07-KOORAGANG ISLAND
W13 SPENCER JCT TO TARCOOLA
C26- TAHMOOR LOOP
W14 TARCOLA TO COOK
C28-SAXONVALE BRANCH
W15 COOK TO RAWLINNA
C30-BLOOMFIELD BRANCH
W16 RAWLINNA TO KALGOORLIE
C31-PELTON LINE
N21 CRYSTAL BROOK TO PETERBOROUGH
C33-MT THORLEY BRANCH
N22 PETERBOROUGH TO BROKEN HILL
C34- BRANSTON TO BRIX SIDING
S41 SPENCER JCT TO WHYALLA (PORT)
C36-NEWDELL BRANCH
S51 DRY CREEK TO OUTER HARBOUR (PORT)
N00-MAIN NORTH
E61 DRY CREEK TO TAILEM BEND
N40-ULAN LINE
E62 TAILEM BEND TO WOLSELEY
N35- HAMILTON JCT TO ISLINGTON JCT

N51-NORTH COAST
VICTORIA
N60-TELARAH - FARLEY
E71 WOLSELEY TO MAROONA
N70-BINNAWAY TO WERRIS CREEK
E72 MAROONA TO VITE VITE
N73-WERRIS CREEK TO MUNGINDI
E73 VITE VITE TO GHERINGHAP
S00-MAIN SOUTH (LIDCOMBE-ALBURY)
E74 GHERINGHAP TO NEWPORT
S32-PICTON TO MITTAGONG LOOP
E75 NEWPORT TO TOTTENHAM LOOP
M50-MARRICKVILLE LOOP TO BOTANY
E76 TOTTENHAM LOOP TO SPENCER STREET
M52-METROPOLITAN GOODS
E77 APPLETON DOCK JCT TO A/DOCK
M66-CHULLORA JCT TO SEFTON PARK JCT
N82 SOMERTON TO SEYMOUR LOOP
S70-COOTAMUNDRA TO LAKE CARGELLIGO
N83 SEYMOUR LOOP TO ALBURY
W20-ORANGE TO BROKEN HILL
N84 BENALLA TO OAKLANDS
W33-PARKES TO NARROMINE
W34-STOCKINBINGAL TO PARKES
W60-TROY JCT TO MERRYGOEN
W61-DUBBO TO COONAMBLE
Version 1.4
Track Code
Description
Network
ALLT
ALL TRACKS
Owned
ARRV
ARRIVAL ROAD
Leased
COAL
COALS
DEPT
DEPARTURE RD
DNCL
DOWN COAL
DNMN
DOWN MAIN
DRLF
DOWN RELIEF
LOOP
LOOP ROAD
NTRL
Residual
Service Status
In Service
Redunt Infrastc (Redundant

structure)
NOT TRACK RELATED
Not Maintained
Passed onto Civil Group
SIDG
SIDING
Disposed of
Replaced
SNGL
SINGLE TRACK
Partially Maintd
Structure does not exit
UPCL
UP COAL
UPLP
UP LOOP
UPMN
UP MAIN
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Line Class
Span Material / Deck Material
Brick / masonry / stone
Insert ARTC classifications

-
Concrete
Steel
Timber
Wrought iron
Other (e.g. Earthenware, PVC)
Bridge Owner/Maintainer
ARTC
CRIA
Mine
Port Corp
Hunter Water
Private
Other Owner
PWCS
Other Maintainer
RailCorp
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Span Type Structure
Deck type
Plate web girder riveted
Ballast top
Plate web girder welded
Direct fixation
Plate web girder riveted through
Other
Plate web girder welded through
Pedestrian deck
Rolled section
Road deck
Box girder
Transom top
Broad flange beam

Through truss
Inverted truss
Paint Condition
Timber girder
Protective coating not required
Reinforced concrete girder
Good
Prestressed concrete girder
Fair
Slab
Poor
Rail
Jack arch
Multi-plate
Transom Bolt Type
Arch
Huck bolt
Box
Mild steel bolt
Pipe
Fibre Composite
Track Alignment
Curved: radius < 250m
Curved: radius 250-350m
Curved: radius > 1000m
Straight
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Subjects
Previous inspections
Investigation reports
Defect
Drawings
Diary Notes
General
Inspections
Calculations
Miscellaneous
Structural
Photo Name
Deck view
Defect
Elevation
General photo
Soffit (underside) view
Structural detail
Defect Type
Blocked / obstructed / scoured
Broken
Concrete spalling
Corroded
Cracked / split
Crushed / collapsed
Decayed / rot
Deformed / bent
Loose
Missing
Non-compliant (e.g. non-standard)
Piped
Weathered
Refer description
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Engineering
10
Appendix C Structural Elements

Element
Element
Number
Type
Material
Steel (S)
Precast
Cast-In-Situ
Concrete (P) Concrete [C] Timber (T)
Masonry
(M)
Unit of
Other (O) Measurement
Deck
1
Deck
Kerb
Lin m
Walkway/Refuge
Lin m
Railing/Barrier/Parapet/Balustrade
Lin m
Guard Rail
Transom
Ballast Kerb
Longdecking / Running Planks
Safety Screen
Version 1.4
m2
Lin m
Each
Lin m
m2
Y

Lin m
Page 33 of 89
Element
Number
Type
Steel (S)
Precast
Cast-In-Situ
Masonry
(M)
Unit of
Other (O) Measurement
Superstructure
21
Box Girder
Lin m
22
Main/Top Girder
Lin m
23
Arch
24
Cables/Hangers/Tie Rod
25
Corbel
26
Cross Girder
27
Diaphragm
28
Stringer
Each
29
Bottom Girder
Each
30
Transverse Beam
Each
31
Truss Top Chord
Each
32
Truss Bottom Chord
Each
33
Truss Vertical Member
Each
34
Truss Diagonal Member
Each
35
Truss End Post
Each
36
Truss Sway Bracing
Each
37
Truss Top Chord Wind Bracing
Each
38
Truss Bottom Chord Wind Bracing
Each
39
Truss Portal
Each
40
Girder/Stringer Sway Bracing
Each
41
Girder/Stringer Wind Bracing
Each
42
Bearing
43
Footbridge Stairs/Ramp
Lin m
44
Footbridge Landing
Each
Version 1.4
Lin m
Each
Each
Each
Each

Each
Page 34 of 89
Element
Number
Type
Steel (S)
Precast
Cast-In-Situ
Masonry
(M)
Unit of
Measurement
for Condition
Other (O) Assessment
Substructure
51
Headstock
52
Sill
53
Columns or Pile
54
Blade Pier
55
Abutment
m2
56
Wingwall
m2
57
Footing/Pile Cap/Sill Log
Each
58
Trestle Bracing
Each
59
Pile Waling
Each
60
Wingwall Pile
Each
61
Ballast Log
Each
62
Mortar Pad/Bearing Pedestal
63
Pipe Culvert
64
Box Culvert
65
Arch Culvert
66
Each
Each
Each
m2
Each
Lin m
Lin m
Lin m
Culvert Invert
Lin m
67
Culvert Apron
Lin m
68
Culvert headwall
Each
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Element
Number
Type
Steel (S)
Precast
Cast-In-Situ
Masonry
(M)
Unit of
Measurement
for Condition
Other (O) Assessment
Tunnel
81
Tunnel Portal
82
Tunnel Roof
83
Tunnel Wall
84
Tunnel Rock Anchor
85
Tunnel Attachment
m2
m2
m2
Each
Each
Other
91
Bridge Approaches
Each
92
Waterway
Each
93
Approach Traffic Barrier
Lin m
94
Retaining Wall
m2
95
Conduit
Each
96
Water Pipe
Each
97
Sewerage Pipe
Each
98
Signage
Each
99
Miscellaneous Component
Each
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11
Version 1.4
Appendix D Element Location
Element
Label in Diagram
Location
Element
Number
Location
Abbreviation
Abutment
No 1 Abutment
Abutment 1
55
A1/1
Abutment
No 2 Abutment
Abutment 2
55
A2/1
Wingwall
No. 1 Wing
Abutment 1
56
A1/1
Wingwall
No. 2 Wing
Abutment 1
56
A1/2
Wingwall
No. 3 Wing
Abutment 2
56
A2/1
Wingwall
No. 4 Wing
Abutment 2
56
A2/2
Wingwall Pile
No.1 Pile
Abutment 1
60
A1/1
Wingwall Pile
No.2 Pile
Abutment 1
60
A1/2
Wingwall Pile
No.3 Pile
Abutment 1
60
A1/3
Wingwall Pile
No.4 Pile
Abutment 1
60
A1/4
Wingwall Pile
No.5 Pile
Abutment 1
60
A1/5
Wingwall Pile
No.6 Pile
Abutment 1
60
A1/6
Wingwall Pile
No.1 Pile
Abutment 2
60
A2/1
Wingwall Pile
No.2 Pile
Abutment 2
60
A2/2
Wingwall Pile
No.3 Pile
Abutment 2
60
A2/3
Wingwall Pile
No.4 Pile
Abutment 2
60
A2/4
Wingwall Pile
No.5 Pile
Abutment 2
60
A2/5
Wingwall Pile
No.6 Pile
Abutment 2
60
A2/6
Column/Pile
No. 1 Pile
Pier 1
53
P1/1

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Element
Label in Diagram
Location
Element
Number
Location
Abbreviation
Column/Pile
No. 2 Pile
Pier 1
53
P1/2
Column/Pile
No. 3 Pile
Pier 1
53
P1/3
Pile Waling
Bottom Waling
Pier 1
59
P1/1
Trestle/Pile Bracing
Bracing No. 1
Pier 1
58
P1/1
Trestle/Pile Bracing
Bracing No. 2
Pier 1
58
P1/2
Headstock
Headstock
Pier 1
51
P1/1
Corbel
Corbel (under
downside)
Pier 1
25
P1/1
Corbel
Corbel (under No. 2)
Pier 1
25
P1/2
Corbel
Corbel (under
upside)
Pier 1
25
P1/3
Bottom Girder
No 1 Girder (span 1)
Span 1
29
S1/1
Bottom Girder
Span 1
29
S1/2
Bottom Girder
Span 1
29
S1/3
Bottom Girder
Span 2
29
S2/1
Bottom Girder
Span 2
29
S2/2
Bottom Girder
Span 2
29
S2/3
Top Girder
Span 1
22
S1/1
Top Girder
Span 1
22
S1/2
Top Girder
Span 1
22
S1/3
Top Girder
Span 2
22
S2/1
Top Girder
Span 2
22
S2/2
Top Girder
Span 2
22
S2/3
No.
No.
For components that run across a structure, for example diaphragms, cross girders transoms,
etc, the component number shall be referenced from the start of the span. For example:
Version 1.4
The third cross girder to the second span of a through girder bridge would be labelled Element No 26 Location S2/3.

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Appendix E Inspection of Steel Structural Elements
12
Appendix E Inspection of Steel Structural

Elements
12.1
Steel Degradation
In general, steel deteriorates in service in the following ways:
a) Erosion or corrosion at exposed surfaces, and at timber or concrete interfaces;
b) Cracking in elements or welds;
c)
Relaxation of fastenings;
d) Distortion due to overload, or from direct impact from road or rail vehicles;
e) Fatigue from repetition of external loading.
12.2
Inspection Methods
The principal inspection methods are:
Visual
Most cracks in steel bridges are first detected by visual inspection. Once a crack is found, other
non-destructive inspection methods, such as dye Penetrant and magnetic particle, are used to
further clarify the extent of the crack.
The usual and most reliable sign of fatigue cracks is the oxide or rust stains that develop after
the paint film has cracked. Experience has shown that cracks have generally propagated to a
depth between one-fourth and one-half the plate thickness before the paint film is broken,
permitting the oxide to form. This occurs because the paint is more flexible than the underlying
steel.
In Broad Flange Beams inspect for notches caused by impact from vehicles or equipment.
Report on loss of section on completion of grinding as required.
Inspect for water build-up, especially in areas that could cause corrosion.
Inspect for loose fasteners. The most reliable sign for loose structural fasteners is the leaching
of rust stains from the interface of the connecting elements.
Elements are to be observed under load where possible, and any excessive movement in
elements or fastenings is to be noted.
Hammer Test
When elements are tapped lightly with an inspectors hammer, it will help to identify loose
plates and fastenings, the extent of corrosion, and effectiveness of corrosion protection. Care
must be taken that hammering does not cause unnecessary destruction of protection systems.
Specialist inspection methods, including X-Ray, Ultrasonic, Acoustic Emission, and Laboratory
analysis of steel samples, are beyond the normal scope of Visual Inspections and Engineering
Inspections.
Advanced Inspection Techniques
Magnetic Particle Testing (MPI) or flaw detection penetrant dye will detect suspected cracking
not clearly visible. The local area is to be cleaned back to bare metal to perform the testing. The
bare metal shall be re-primed with an appropriate paint system if no crack is found.
Where protective coatings are showing signs of deterioration, or where remote faces of steel
elements preclude surface inspection, a dry film thickness gauge or ultrasonic flaw detector
device should be used to determine relevant thickness of coating or steel section.
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12.3
Element Inspection
General
Examine elements for:
Corrosion and section loss;
Buckled webs, web stiffeners and flanges;
Cracks in webs, flanges and welds;
Loose bolts, rivets, plates and bars;
Paintwork condition;
Distortion from corrosion products;
Stain trails indicating hidden corrosion;
Polished surfaces indicating movement between elements.
Particular defect areas to be examined are:

Main Girders (Plate Web or Rolled Section)
1) Corrosion under transoms or decking, at toes of bottom flange angles between flange
plates, around bearings, at abutments and piers, at bracing connections, in rivet and bolt
heads.
2) Loose rivets or bolts in flange angles, splices, bracing connections, web stiffeners and
splices, bearing plates.
3) Cracks in bottom flange (tension zone), particularly in the area of mid-span.
4) Cracked welds in flange/flange fillets, web stiffeners with diaphragm bracing, bottom of
web stiffeners, web/flange fillets.
5) Notches in bottom flanges from road vehicle impact, particularly in Broad Flange Beams.
6) Cracks, loss of section or buckling in webs at ends of girders.
7) Buckled webs of unstiffened girders.
Cross Girders
1) Corrosion under transoms or decking, at toes of bottom flange angles between flange
plates, around bearings, at abutments and piers, at bracing connections, in rivet and bolt
heads.
2) Cracks in flanges and webs at ends of girders.
3) Loose rivets or bolts in connections.
Stringer Girders
1) Corrosions under transoms or decking.
2) Cracks in bottom flange, particularly in the area of mid-span.
3) Cracks in top fillets at ends of girders.
4) Loose rivets or bolts in connections.
5) Detailing.
Bearings
1) Corrosion at flange plate/end bearing stiffener connections.
2) Cracks in bearing or bed plates.
3) Cracked welds between flanges and bearing plates.
4) Loose, broken or missing holding down bolts, studs, and clips.
5) Ineffective sliding, roller or segmented expansion bearings.
6) Expansion bearings not working and segmented bearings lying over.
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Truss Girders
1) Corrosion in top and bottom chords, batten plates and lacing bars, portal and wind bracing
over tracks, gusset plates, rivet and bolt heads.
2) Misalignment or distortion in chords.
3) Cracks in cleats and connector plates.
4) Loose rivets or bolts and turnbuckles.
5) Damaged steelwork from equipment or loads traveling out-of-gauge.
Stepways / Stairways
1) Corrosion at base connection, stepway risers, stringer webs, tread cleats and clips.
2) Loose bolts and clips to treads.
Trestles
1) Corrosion around baseplates, between angles in bracing, in rivet heads and holding down
bolts.
2) Loose rivets or bolts in connections to girders or bracing.
3) Loose turnbuckles in bracing.
Piers/Caissons
1) Corrosion at crosshead connection at water or ground level.
2) Excessive movement of any element under load.
3) Cracks in cylinder walls.
Corrugated Steel Pipes
1) Corrosion in corrugation.
2) Distortion in pipe profile.
3) Breakdown of coating.
4) Change in invert alignment indicating bedding failure.
Rivets
There are two types of rivets in the bridge system.
Structural rivets rivets that need to be tightly fitted e.g. rivets connecting stringer to
cross girder or lacing bars to top and bottom chords. Inspect for leaching of rust stain
or looseness apparent to a hammer tap.
Stitching rivets that do not need to be tightly fitted to hold the elements together e.g.
rivets connecting diagonal lacing bars or lacing bar spacers in truss bridges. Inspect for
slackness due to excessive wear and tear.
Deflection
Deflection in steel elements is normally small. Any clear movement under live load is to be
measured, or closely estimated, and reported.
Temporary Supports
Inspect visually for soundness and effective support, including footing, foundation and drainage.
Packing and wedges are to be tightened and secured as necessary. Where temporary supports
have been in service for more than 1 year they must be thoroughly inspected in the same
manner as other elements of the structure.
12.4
Broad Flange Beam

Introduction
Broad Flange Beam (BFB) spans over roadways are subject to a significant risk of fatigue and/or
brittle fracture if damaged by road vehicle impact. The beams become brittle when the ambient
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temperature is less than 13C. In order to minimize this risk all such structures are included in a
special inspection program during winter months.
Inspection
The spans are to be examined for evidence of flange damage, i.e. cracking, notching, bruising,
distortion, scores, and bends) as well as grinding or other repairs. Note that cracks can develop
from previously ground or repaired areas.
Inspection must be carried out from close proximity to enable measurement of defects, and to
give a reasonable chance of detection of cracking on any surface of the flanges.
Where there are welded flange plates special attention must be given to the BFB flange in the
proximity of the welds, as there is a possibility of crack initiation and propagation from welds.
Recording
Each notch is to be individually measured and recorded. Where the flange is bent laterally or
vertically, an estimate of the distance is to be recorded. The report should indicate whether
damage is in the BFB flange, or the flange plate, or both.
Site action to be taken when cracking or damage occurs.
Where any cracking is found in the BFB bottom flange / flange plate / cover plate area, the
Structures Representative is to be informed immediately and a speed restriction imposed, or the
track closed, or the bridge temporarily supported, depending on the extent of the crack as
detailed below.
If the track is not closed the bridge must be monitored very closely and a speed restriction
imposed to suit. A significant risk and rapid crack growth exists with any unplated BFB showing
any crack, or a plated span showing cracks in both BFB and plate flanges. Plated flanges
showing cracks in one element, but not in both, are less of a risk.
If a span is temporarily supported at a crack, trains may run indefinitely up to 50Km/h
depending on the quality of the supports.
If a span is not temporarily supported at a crack, the following action is required:
If the flange is plated and a crack up to 25mm exists in either the BFB flange or in the
flange plate, speed is to be limited to 20Km/h, and the crack is to be checked after each
train.
If the crack is greater than 25mm but less than 100mm, road traffic is to be suspended
during the passage of rail traffic.
If the crack is greater than 100mm, rail traffic must NOT be permitted.
Where the flange is not plated or both flange and flange plate are cracked, rail traffic
may be permitted if the crack is up to 25mm long. Rail speed must be limited to
20Km/h, road traffic must be stopped during the passage of each train, and the crack is
to be checked after each train.
Where the flange is not plated or both flange and flange plate are cracked, and the
crack is over 25mm, rail traffic is to be stopped.
Repair method
No welding, straightening or cutting is to be done on BFB spans without prior approval of the
Structures Engineer.
12.5
Element Condition Assessment Guidelines

The following guidelines are provided to assist the Structures Engineer assess the condition
state of steel elements.
Condition State 1
Version 1.4
The paint system is generally sound with only minor chalking, peeling or curling but with
no exposure of metal.
All welds, bolts or rivets are in good condition with no movement of plates or sections in
the element.
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Condition State 2
Spot rusting of the paint system to 5% surface area is occurring and the paint system is
no longer effective. No corrosion of the section has occurred.
All welds, bolts or rivets are in good condition with no movement of plates or sections in
the element.
Condition State 3
Some surface pitting may be present with active corrosion occurring in isolated areas
but no loss of section area has occurred which will affect the strength of the element.
The paint system has broken down with rust spotting to 10% and surface pitting.
Nuts and bolts may be corroded but are still tight and no cracking of welds has
occurred.
Riveted plates may have very minor movement of 1 or 2mm but rivets are generally
sound. On transom top bridges inadequate or lack of effective bracing between girders
is affecting the lateral distribution of heavy loads between girders. Girders should be
well braced with heavy channel connectors at approximately 5-6m centres. With old
girders, they typically have angle or plate sway bracing to prevent lateral buckling or
bowing under load.
Condition State 4
12.6
Corrosion is well advanced and loss of section has occurred having a detrimental effect
on the strength of the element, ie a flange may be badly corroded over a sizable length.
Bracing may be broken or missing forcing the girder to carry additional live loads than
intended.
There may be some cracking of the welds between the plates.
Rivets or bolts may be severely corroded and no longer carrying full load or functioning
as intended.
Rivets may be broken or missing allowing excessive movement of plates of fabricated

girders.
The paint system has completely broken down with cleaning back to bright metal
required before repainting.
Additional Inspection Requirements

When undertaking an Engineering Inspection for a Steel Bridge the Structures Engineer shall
provide the following additional information:
Paint Condition Rating
Paint Condition Ratings are to be assigned by the Structures Engineer to reflect the condition of
the surface coating for the overall structure. The ratings are defined as follows:
Poor:
Paint broken down throughout. Program to paint within 10 years.
Fair:
Paint broken down locally. Patch paint as required within 5 years.
Good:
Paint in satisfactory condition.
Painting not required: The structure is located in a benign environmental location area
where the rate of corrosion is low and corrosion of steel structural elements will not
significantly affect the design life of the structure.
Non Destructive Testing

Non-destructive testing (NDT) shall be carried out on site to verify cracks and crack lengths
where:
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Any new crack, or any extension to a previously noted crack, on steel structural
elements.
The NDT shall include:
Magnetic Particle Testing
Liquid Penetrant Testing.
The Structures Engineer is required to have the competency to undertake the testing, or
arrange for the testing to be undertaken by someone with sufficient competency. The minimum
level of competency acceptable to ARTC is successful completion of a Level 1 Liquid Penetrant
and Magnetic Particle Testing Methods course that meets the requirements of AS 3998 2006 "Non-destructive testingQualification and certification of person.
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Appendix F Inspection of Timber Structural Elements
13
Appendix F Inspection of Timber Structural

Elements
13.1
BridgeWood Decking
The BridgeWood decking consists of specially designed and treated plywood panels which are
specifically designed for both road and rail bridge applications. It requires the similar examinations
to traditional hardwood timber components to ensure continued safety of traffic operation.
13.2
Timber degradation
In general, timber deteriorates in service only when attacked by outside agencies. These can be
categorized as follows:
a) Weathering at exposed surfaces;
b) Decay or rot;
c)
Insect attack, whether termites or borers;
d) Fire;
e) Mechanical damage from vehicles or equipment;
f)
Checks and splits.
Of the above categories, decay and insect attack usually cause deterioration inside an element
and therefore are the hardest to measure.
13.3
Inspection methods
The principal timber inspection methods are:
Visual inspection
All bridge elements are to be inspected for indications of deterioration or damage such as:
Weathering, cracks, shakes, splits;
Bubbles, especially in laminated panel indicating internal de-lamination;
Surface decay where elements join or where elements project behind abutments;
Damp sides of elements, especially of timber decking;
Indicators of internal decay such as troughing, sides bulging, brooming out of fibres,
body bolts hanging out or loose in their holes;
Termite or fungus attack;
Crushing of elements, especially headstocks, at seating and joints;
Spike killing of transoms;
Loose or missing bolts, including transom bolts.
Hammer Testing
Hammering, or sounding, a timber element gives an indication of internal deterioration. The
presence of delamination, rot or termite attack may cause a hollow sound when struck by the
hammer, indicating boring is required. The hammer should weigh about 1kg, with one face flat
and the other face spiked.
Bore and Probe
Test boring is carried out with a 10 mm auger in order to locate internal defects such as pipes,
rot or termites. Holes are bored square to the face of girders, corbels, headstocks, piles, sills
and other elements, as necessary. Boring must not be overdone and holes are to be
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preservative treated and plugged, leaving the plug 20mm proud. Unused holes are to be
plugged flush. The extent of an internal pipe or other defect is found and measured with a feeler
gauge made from 4 mm steel wire with one end flattened and about 4 mm bent over at right
angle. By probing down the bore hole, the extent of a defect can be felt, measured and
recorded.
NOTE: No boring of BridgeWood decking is required because the Engineered Wood Product is
not subject to piping or internal rot as in sawn hardwood.
Deflection Test
A deflection test gives an indication of girder condition and riding quality.
Deflections are to be measured at the mid-point of all girders in the tested span and recorded.
If deflection limits are exceeded at permitted track speed, temporarily reduce train speed to
suit. If the limit is exceeded at 20 km/h, the Structures Representative is to be advised the
same day.
13.4
Inspection procedure
The following inspections are to be undertaken by the inspector:
Transoms
Inspect for weathering, splitting, crushing, spike killing, fire damage, condition at rail seating,
and condition at girder bearings for intermediate transoms.
Ballast Walls
Inspect for general condition, tightness of bolts, and capacity to retain ballast.
Runners
Inspect for general condition and tightness of bolts.
Decking
Determine the general condition of the timber decking. Note the number, size and location of
pieces split, or with more than twenty percent (20%) section loss.
Ballast Logs
Inspect for general condition and tightness of bolts.
Girders
Inspect visually and hammer test for soundness. Bore new holes and probe girders at each
Engineering Inspection. Inspect compound girders individually. If necessary, the inspector may
bore during a Visual Inspection preferably using existing holes.
Girders are to be inspected for signs of decay, particularly where this may be occurring on the
top surface under the decking of ballast top spans. Bore girders horizontally at mid depth over
corbel ends or sill face and at centre span.
Where a pipe is found over 125 mm wide, cross bore vertically at the location and note size and
position of the pipe. Where visual inspection raises any doubt or where termites appear active,
additional boring is to be carried out as necessary.
Check the bearing areas for crushing of the beams near the bearing seat. Investigate for decay
and insect damage by visual inspection and sounding and/or probing at the ends of the beams
where dirt, debris, and moisture tend to accumulate.
Investigate the area near the supports for the presence of horizontal shear cracking. The
presence of transverse cracks on the underside of the girders or horizontal cracks on the sides
of the girders indicate the onset of shear failure.
Inspect the zones of maximum tension for signs of structural distress. The maximum tension
generally occurs at the bottom half of the middle third of the beam span. Tension cracks in
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timber break the cell structure perpendicular to the grain and are typically preceded by the
appearance of horizontal shear cracks.
Corbels
Inspect in a similar manner to girders. Bore holes to be 300 mm from each end, and at the
centre, but clear of bolt holes. Where packing is installed, the location, size and type are to be
noted.
Headstocks
Inspect visually and hammer test for soundness. Identify solid and double waling types. Bore
and probe ends of elements if hammer test indicates internal decay. Give special attention to
corbel seatings and to pile bearings. Inspect waling headstocks for loose bolts and for bearing
on pile shoulders.
Bracing
Inspect all horizontal and diagonal bracing visually and hammer test for soundness. Inspect for
loose bolts, and effectiveness of bracing in restraining side-sway.
Sills
Inspect visually and hammer test for soundness. Identify solid and double waling types. Inspect
for loose bolts, straps, decay of undersides on concrete bases, and bearing of walings on pile
shoulders.
Piles
Inspect visually and hammer test for soundness. Bore new holes during every Engineering
Inspection and probe at headstock level and at ground level.
Inspection below ground is required during Engineering Inspection, using a backhoe where
possible. Excavate to a depth of 500 mm, or more if necessary, and bore at trench bottom.
Where spliced piles show signs of vertical or sideways movement, the splice rails and pipe
stumps are to be exposed and inspected. All excavations are to be backfilled, rammed, and
scour protection reinstated. If necessary, the Structures Inspector may bore new holes during a
Visual Inspection
Spliced and planted piles are to be specially noted. Depth of splice, or of plant footing, below
bottom waling is to be noted. Where piles have a surrounding concrete collar or invert, the
concrete must not be cut away for inspection unless extensive pile necking or piping is evident.
Inspect piles in permanent water during Engineering Inspection, or more frequently depending
on deterioration shown at the previous inspection, or if major scouring is suspected. The
underwater inspection should be carried out in accordance with the guidance of this Procedure.
At Engineering Inspections, when the cross-sectional area of a pile is found to be degraded to
50% of its original cross sectional area the following procedure is required. The defect is to be
rated a Defect Category D. Subsequently any such degraded pile that is assessed to be
performing satisfactorily and deemed to be able to remain in place, must then have 2 yearly
cyclic boring carried out (i.e. at the normal cyclic visual inspections).
Abutment sheeting and wing capping
Inspect for general condition and for ability to retain backfill. Inspect sheeting behind girders of
end spans.
Walkways and Refuges
Inspect for overall safety.
Truss spans
Inspect truss elements generally, as for girder spans. Bore new holes and probe top chords,
bottom chords, cross girders, stringers and end posts at element ends. Tighten tension
elements, taking care to avoid crushing of timber in joints.
Timber box drains
Inspect visually for general condition, and note any indication of failure of roof or wall timbers.
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Temporary supports
Inspect visually for soundness and effective support, including footing, foundation and drainage.
Packing and wedges are to be tightened and re-spiked where necessary. Where temporary
supports have been in service for more than 1 year they must be thoroughly inspected,
including new bore holes, in the same manner as other elements of the structure.
Termites and Fungus
Termite infestations found either visually or by boring during inspection are to be reported to
the Structures Representative immediately. Suspected areas of fungal attack could be inspected
by prodding the exposed surface with a sharp probe to detect areas of softness compared to the
surrounding good timber.
Screwing Up
During the inspections, all bolts are to be inspected and tightened as necessary.
Packing is to be inspected, repacked and spiked as necessary.
Site condition
All dry grass, flood debris, and other foreign matter that may cause a fire hazard, or may
accelerate timber decay, must be removed from the immediate vicinity of the bridge element.
13.5

state of timber elements.
Condition State 1
The timber elements are in good condition with little decay and piping is less than
100mm diameter in standard 300 x 300mm section. There may be minor splits or
checks having no effect on element strength.
Glue laminated elements have no separation of laminations and no splits or checks

within the laminations.
Condition State 2
Timber elements are in good condition with up to 125mm diameter pipe rot in standard
300 x 300mm section. They may also have minor decay, splitting, checking or crushing
but not loss of efficient to the magnitude to affect the strength of the element.
Glue laminated elements have no separation of laminations but may have minor splits
or checks within the laminations but not of sufficient size or magnitude to effect element
strength.
Condition State 3
Timber elements have up to 150mm diameter pipe rot. They may have large splits or
checks, which may have a reduction in strength of the element. Splits may be
separating under load causing crushing of the element or crushing may be due to water
ingress softening the load bearing areas of the timber.
Glue laminated elements may have fine splitting along laminated joints and the outer
fibres may be peeling or fine cracks may exist in the outer lamination. There may also
be fine splitting within the laminations due to tensile stresses between the fibres.
Condition State 4
Version 1.4
The timber elements may have excessive pipe rot, greater than 150mm diameter,
accompanied by severe splitting or crushing. Strength of the element has been severely
affected and failure may be imminent.
Glue laminated beams have extensive splitting along the lamination joint. Medium level
cracking of the laminations has occurred with the outer fibres splitting apart due to
tensile stresses and the beam has partially failed.

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Appendix G Inspection of Concrete Structural Elements
14
Appendix G Inspection of Concrete Structural

Elements
14.1
Concrete Degradation
In general, concrete deteriorates in service in the following ways:
a) Weathering or spalling at exposed faces, resulting from erosion, poor quality concrete,
chemical action, water action, corrosion of reinforcement, low cover to reinforcing bars,
crushing at bearing surfaces and poorly compacted concrete;
b) Cracking from loading changes, including settlement;
c)
14.2
Mechanical damage, especially collision damage from road or rail vehicles, or abrasion.
Inspection Methods
Visual
Visual inspection will detect most defects in concrete structural elements. The inspector is to
look for signs of:
Weathering or spalling of surfaces or mortar joints;
Cracking within elements or at joints;
Stains on surfaces indicating reinforcement corrosion;
Crushing especially at bearings or at prestressing anchorage points;
Changed alignment of elements:
vertically, e.g. abutments;
horizontally, e.g. deck camber; or
laterally, e.g. footings and culverts.
Cracking in concrete structural elements is an indicator of weakness in the element. Cracks

must be examined for size and movement under load, and details recorded. Shrinkage or
hairline cracks need be noted only.
Cracking or crushing around prestressing anchorages must be noted.
Length, width, and location of cracks are to be measured. A short line scribed across the
midpoint of a crack will give easy indication of further movement. Reference points scribed at
each end of the line can be measured to indicate changes in crack width.
Examine all elements for the unplanned ingress of water. Scuppers, weep holes, and other
outlets are to be cleared of rubbish. Any water build-up, or seepage into unwanted areas, is to
be reported.
Hammer Test
Hammer testing, where surfaces are tapped lightly with an examination hammer, can indicate
drumminess (a dull hollow sound) and potential spalling areas.
Where the cause of cracking or bulging of an element cannot be explained by visual inspection,
specialist testing such as X-Ray, Ultrasonic, and Acoustic Emission can be used to examine the
internal condition of structures and the underlying cause of the observed defects. The inspector
is to note such concerns for follow-up by the Structures Representative.
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14.3
Locations
Bearing Areas
Examine bearing areas for spalling where friction from thermal movement and high bearing
pressure could cause the concrete to spall. Check for crushing of the stem near the bearing
seat. Check the condition and operation of any bearings.
Shear Zones
Investigate the area near the supports for the presence of shear cracking. The presence of
transverse cracks on the underside of the stems or diagonal cracks on the sides of the stem
indicate the onset of shear failure. These cracks represent lost shear capacity and should be
carefully measured.
Tension Zones
Check for deteriorated concrete in the tension zones, which could result in the debonding of the
tension reinforcement. This would include delamination, spalls, and contaminated concrete.
Cracks greater than 2 mm wide are considered wide cracks and indicate extreme bending
stresses. They should be measured and recorded.
Cracks
Check for efflorescence from cracks and discoloration of the concrete caused by rust stains from
the reinforcing steel. In severe cases, the reinforcing steel may become exposed due to spalling.
Document the effective cross section of reinforcing steel since section loss will decrease live load
carrying capacity of the element.
Deflection
Deflection in concrete elements is normally small. Any clear movement under normal traffic load
is to be measured and reported.
Diaphragms
Diaphragms should be inspected for flexure and shear cracks as well as typical concrete defects.
Cracks in the diaphragms could be an indication of overstress or excessive differential deflection
between adjacent beams.
Areas Exposed to Drainage
Check around scuppers, inlets or drain holes for leaking water or deterioration of concrete.
14.4

state of concrete elements.
14.4.1 Reinforced Concrete Elements

Condition State 1
The reinforced concrete elements are in good condition with only very minor fine
cracking due to shrinkage or lack of curing.
Condition State 2
Flexural cracking and cracking associated with reinforcement corrosion is fine, ie up to

0.5mm in width, though no rust is visible in the cracks. A few minor spalls may be
present. Fine cracking may have occurred at the bearing areas of beams.
Condition State 3
Version 1.4
Flexural cracking and cracking due to reinforcement corrosion is medium, i.e. up to

1.5mm in width, and a number of spalls may have occurred, and / or heavy rust
staining is present at the cracks. Where reinforcement is close together, some
delamination of the concrete may have occurred. Loss of section of any corroding
reinforcement is less than 20%. Cracking may have occurred at the ends of beams
affecting the bearing area of the element.
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Condition State 4
Corrosion of the reinforcement is well advanced with loss of bar section greater than
20%. Flexural cracking in the element may be severe with beams noticeably deflecting
under load. Severe spalling may have occurred due to corroding reinforcement or at the
ends of beams at the bearing areas.
14.4.2 Prestressed Concrete Beams

Condition State 1
The prestressed concrete elements are in a good condition with only very minor
cracking due to shrinkage or lack of curing.
Condition State 2
The prestressed concrete elements may have fine cracking due to corroding reinforcing
bars. There may be a few minor spalls but no rust staining in the cracks. Stressing
strands must not be exposed.
Condition State 3
Cracking has increased in size and a few medium spalls and de-laminations have
occurred exposing stressing strands. The stressing strands should only have surface rust
while non-prestressed reinforcement may have up to 20% loss of section. Light flexural
cracking may exist in the beams.
Condition State 4
Version 1.4
Delaminations, spalls and corrosion of reinforcement are prevalent with loss of capacity
of strands. Exposed stressing strands may have corrosion up to 10% of their cross
section or strands may have broken. Heavy cracking or failure of the element may have
occurred. Heavy flexural cracking may be present in beams or in prestressed decking
above supports.

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Appendix H Inspection of Fibre Composite Structural Elements
15
Appendix H Inspection of Fibre Composite

Structural Elements
15.1
Fibre Composite Degradation

In general, Fibre Composite products deteriorate in service in the following ways:
Surface cracking
When overstressed due to excessive loading a non-structural coating or paintwork on

element will show signs of fine cracks or spalling at bottom and on side surfaces at load
point.
On impact the coating may spall, split or crack. Small localised damage is of no
immediate engineering concern however, all damages should be reported.
Crushing
Crushing at load points (on edges at bearings or around bolt holes) is most likely an
indication of excessive loading. The coating will show signs of discoloring/spalling. All
such discoloring/spalling shall be reported.
Wear and tear
Excessive wear and tear or overstressing at bolt holes will show signs of discoloring or
spalling in the coating. Loose fasteners will indicate wearing in threads of material.
Fire Damage
The coating can be subject to fire damage in much the same way as timber however,
the Fibre Composite product itself will withstand intense heat/fire.
To determine the extent to which the element is affected, any lose or charred material
must be removed until unburned material is exposed. If the fire damage is limited to the
protective layer no immediate engineering concern exists however all fire damages
should be reported.
15.1.1 Inspection
15.2
Fibre Composite material will not rot or decay and it is resilient to any attack by
termites or fungus.
A close visual inspection is to be made of all exposed surfaces.
No boring for inspection purpose shall be undertaken as it will not reveal any internal
defects.
No chemical etching or hard tapping with any object shall be undertaken.
Inspection Methods
Visual
Visual inspection will detect most defects in fibre composite structural elements. The inspector is
to look for signs of:
Version 1.4
Cracking within elements or at joints;
Stains or discolouring on surfaces indicating overstressing of localised area;
Crushing especially at bearings or load points;
Changed alignment of elements:

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Cracking in structural elements is an indicator of weakness in the element. Cracks

must be examined for size and movement under load, and details recorded.
Shrinkage or hairline cracks need be noted only.
Length, width, and location of cracks are to be measured. A short line scribed
across the midpoint of a crack will give easy indication of further movement.
Reference points scribed at each end of the line can be measured to indicate
changes in crack width.
Hammer Test
drumminess and potential spalling areas.
Where the cause of cracking or bulging of an element cannot be explained by visual inspection,
specialist testing such as X-Ray, Ultrasonic, and Acoustic Emission can be used to examine the
internal condition of structures and the underlying cause of the observed defects. The inspector
is to note such concerns for follow-up by the Structures Representative.
15.3
Locations
Bearing Areas
Examine bearing areas for spalling where friction from thermal movement and high bearing
pressure could cause the fibre composite to wear/spall. Check for crushing of the stem near the
bearing seat. Check the condition and operation of any bearings.
Shear Zones
Investigate the area near the supports for the presence of shear cracking. The presence of
transverse cracks on the underside of the stems or diagonal cracks on the sides of the stem
indicate the onset of shear failure. These cracks represent lost shear capacity and should be
carefully measured.
Tension Zones
Check for cracks in the tension zones, which could result in the debonding of any tension
reinforcement. This would include delamination and spalls. All cracks must be measured and
recorded.
Cracks
Check for efflorescence from cracks and discoloration of the coating caused by overloading.
Deflection
Deflection in elements is normally small. Any clear movement under normal traffic load is to be
measured and reported.
15.4

state of fibre composite elements.
15.4.1 Fibre Composite Elements

Condition State 1
The elements are in good condition with only very minor fine cracking due to shrinkage
or lack of curing.
Condition State 2
Version 1.4
Flexural cracking is fine, i.e. up to 0.5mm in width, though no rust stain or foreign
material is visible in the cracks. A few minor spalls may be present. Fine cracking may
have occurred at the bearing areas of beams.

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Condition State 3
Flexural cracking between 0.5 and 1.5mm in width. Cracking may have occurred at the
ends of beams affecting the bearing area of the element.
Condition State 4
Version 1.4
Flexural cracking in the element may be severe with beams noticeably deflecting under
load.

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Appendix I Inspection of Interflow Expanda & Rotaloc Pipes
16
Appendix I Inspection of Interflow Expanda &

Rotaloc Pipes
16.1
General
16.2
Expanda & Rotaloc pipe products are two different methods of fabricating new drainage
pipes or lining the interior surfaces of severely corroded corrugated steel pipes (CSP) to
strengthen them to railway design loading 300LA.
The liners are designed to sustain full design load without sharing any design loads with
the existing corroded pipe.
The annulus between the Interflow liner and CSP pipe is then pressure grouted with
cementitious grout.
These products are made from PVC or HDPE Plastic by Interflow Ltd, an Australian
based company.
ARTC has approved use of Expanda & Rotaloc pipes/liners for pipes up to 1000mm and
1500mm diameter respectively.
Expanda & Rotaloc Degradation

Unlike steel and concrete, polyethylene and PVC dont corrode in acidic conditions and dont
need protective coatings that need to be maintained. The liners are continuous and dont have
fasteners, bolts, etc.
In general, the products deteriorate in service in the following ways:
Deformation
As the products are flexible, deformation would indicate overstressing due to excessive
loading or loss of embedment support, most likely caused by scouring around the
outside of the liner and would need to be addressed.
Cracked barrel / Joint broken or separated
When overstressed due to excessive loading the pipe will develop cracks or joint
separation.
Abrasion in sectional area
While PVC and Polyethylene are more abrasion resistant than steel or concrete, the
liners/pipes should be inspected for any evidence of abrasion, particularly in floor.
Fire / Ultra Violet Radiation damage
The products could be subject to fire/UVR damage however, they will withstand intense
heat/fire.
16.2.1 Inspection
16.3
Expanda and Rotaloc material will not rot or decay and it is resilient to any attack by
termites or fungus.
A close visual inspection is to be made of all exposed surfaces.
No boring for inspection purpose shall be undertaken as it will not reveal any internal
defects.
No chemical etching or hard tapping with any object shall be undertaken.
Inspection Methods
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Visual
Visual inspection will detect most defects in Expanda and Rotaloc pipes. The inspector is to look
for signs of:
Deformation
Settlement / Changed alignment
Cracking/Disjointing
Abrasion
Fire / UVR damages within elements or at joints.
Deformation and/or cracking in pipes are indicators of weakness. These defects must be
examined for size and movement under load, and details recorded. All cracks need be noted
carefully.
Length, width, and location of cracks are to be measured. A short line scribed across the
midpoint of a crack will give easy indication of further movement. Reference points scribed at
each end of the line can be measured to indicate changes in crack width.
Hammer Test
drumminess and potential loss of backfill material or undermining of foundation.
16.4
Locations
Deformation
As the products are flexible, deformation would indicate overstressing due to excessive loading
or loss of embedment support, most likely caused by scouring around the outside of the pipe
and would need to be addressed.
Cracked barrel / Joint broken or separated
When overstressed due to excessive loading the pipe will develop cracks or joint separation.
Abrasion in sectional area
While PVC and Polyethylene are more abrasion resistant than steel or concrete, the liners/pipes
should be inspected for any evidence of abrasion, particularly in floor.
Fire / Ultra Violet Radiation damage
The products could be subject to fire/UVR damage however, they will withstand intense
heat/fire.
Foundation
Examine for differential settlement and undermining of the foundation and around inlet/outlet of
pipe.
Deformation
Check for deformation in highly stressed zones at 10 and 2 0clock and at any other locations
along full length of the pipe.
Tension Zones
Check for cracks in the tension zones, which could result in the disjointing along seams.
cracks must be measured and recorded.
All
Deflection
Deflection in elements is normally small. Any clear movement in roof under normal traffic load
is to be measured and reported.
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16.5

state of plastic pipes.
16.5.1 Expanda & Rotaloc Pipes

Condition State 1
The elements are in good condition with only very minor scratches and wear.
Condition State 2
Minor deformation, settlement, abrasion or disjointing along seams is evident. Signs of

UVR damages.
Condition State 3
Noticeable evidence of deformation, settlement, deflection, abrasion and/or disjointing

or signs of UVR damages are evident.
Condition State 4
Version 1.4
Any flexural cracking, minor to moderate degree of deformation, settlement, abrasion,

disjointing or significant signs of UVR damages.

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Appendix J Inspection of Masonry Structural Elements
17
Appendix J Inspection of Masonry Structural

Elements
17.1
Overview
This section describes typical defects that occur in masonry structures.
17.2
Defects Caused by Structural Distress

Excessive Loading
a) Excessive loading, particularly when applied as a point loading, may cause localised
crushing of masonry or even displacement of individual masonry units;
b) An increase in lateral pressure of earth behind abutments, wing walls and retaining walls
may cause forward movement or tilting leading to distortion of the shape of an arch
structure and may cause transverse cracking of the arch barrel. Recent cracks would
indicate that movement is occurring;
c)
An increase in lateral forces or pressures in the fill material may destabilize spandrel walls
on arch structures.
Arch Shape Deformation

Flattening of the arch may be a sign of outward movement of the abutments. Movements may
be more easily identified by evidence of dips in the courses of the spandrel walls or the parapets
above the arch.
Structural Cracking
Cracks in masonry construction may only affect the appearance but can also be indicative of a
more serious underlying defect. The inspector should observe many aspects of the cracking,
including length, width, variation of width along its length, location, distribution, and, in some
cases, depth. The displacements forwards, backwards and sideways of the masonry on each
side of a crack should also be recorded. The current extent of the displacement should, if
possible, be marked and dated on the surface of the structure to assist future inspections.
The most serious form of cracking is that caused by structural inadequacy or overloading. The
four types of cracking associated with this are described as follows:
Version 1.4
Longitudinal cracks (in direction of span) Differential settlement or movement across

the width of an abutment or pier will produce longitudinal cracks in the arch barrel, as
the structure splits apart, dividing the barrel into independent sections. If accessible,
the depth of the cracks should be probed to reveal whether or not the whole thickness
of the arch barrel has been cracked.
Transverse (lateral) cracks These may be accompanied by permanent deformations of

the arch shape and are caused by partial load failure of the arch or by movement at the
supports.
Diagonal cracks These normally start near the sides of the arch at the springs and
spread up towards the centre of the barrel at the crown. They are generally due to
subsidence at the sides of the abutment or pier and are caused by the resultant twisting
of the arch.
Longitudinal cracks near the spandrel walls Longitudinal cracks near the edge of the
arch barrel may be a sign that the spandrel wall has been forced outward and, instead
of the spandrel wall sliding on the extrados (i.e. the exterior curve) of the arch, the arch
ring itself has cracked.

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17.3
Appendix J Inspection of Masonry Structural Elements
Defects arising due to the nature of the material

Arch Ring Separation
The load capacity can be significantly reduced if ring separation has occurred. Separation within
the barrel of an arch may be detected by hammer tapping to detect drumminess as opposed
to a solid ring if fully bonded.
Defective Mortar and Pointing
The load carrying capacity of a masonry arch is dependent upon the thickness of the arch ring.
If the mortar is missing, loose, or friable, then that depth of the ring affected is unable to
transmit load and contribute to the strength of the arch.
Displaced or Missing Stones or Bricks
Deterioration of mortar, localised loading or large structure movements may result in masonry
units becoming loose or displaced. The displacement of individual masonry units should be
noted; particular emphasis should be made to those at the crown of arches with shallow depths
of cover over the crown.
17.4
Defects instigated by external agents

Deterioration under these conditions may occur due to one or a combination of two or more of
the following reasons:
17.5
Erosion by water and wind and water borne particles, by frost attack and by vegetation
root growth;
Chemical/biological attack due to acids, sulphates and chemicals either water-borne or

released by water, or from air-borne pollution;
Efflorescence staining;
Moisture and thermal movement of bricks and blocks.

state of masonry elements.
Condition State 1
The masonry elements are in good condition only a few minor cracks in the mortar
between the bricks, stones or blocks. There is no cracking due to differential settlement
of the foundation. There should be very limited loss of mortar between the blocks.
Condition State 2
The wall may have a number of fine cracks, up to 0.5mm width, in the mortar between
the brick or blocks but no cracking of the masonry. There may be minor loss of mortar.
There may be fine cracking due to differential settlement of the foundation.
Condition State 3
Medium cracking, up to 1.5mm width, of the mortar between the blocks may be
occurring or moderate mortar loss may be occurring due to water wash. There should
be only minor mortar loss beneath any masonry capping blocks. Medium cracking may
exist due to differential settlement of the foundation.
Condition State 4
Version 1.4
The mortar and blocks may have heavy cracking through them. Mortar loss may be
severe requiring pressure grouting. Loss of mortar below masonry capping blocks may
be moderate. Differential settlement of the foundations may have caused heavy
cracking.

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18
Appendix K Inspection of Tunnels
Appendix K Inspection of Tunnels

Serious deterioration in the stability of a tunnel is evidenced by bulging, distortion, cracking or
changing geometry in the tunnel.
Inspection requires a working platform and good lighting so that close examination of the
periphery can be made.
Tunnel Inspection should highlight the following indicators:
The general condition of the rock face in unlined tunnels, or of the lining in others;
The condition of joints in concrete, brickwork and stonework;
Cracks, spalling, hollows or bulges in tunnel linings;
Ineffective drainage, especially through weep holes and track drains;
Signs of water seepage remote from constructed drainage outlets;
Condition of attachments to tunnel lining;
Track heave, subsidence, or alignment change;
Condition of tunnel refuges and lighting;
Condition of Portals and movement of portal away from tunnel stem.
Cracks, bulges, and spalled areas are to be measured for length, position and displacement.
Cracks or displacement greater than 10mm should have measurement reference pins.
All extensively cracked areas or individual critical cracks should be adequately mapped and
photographed for easy reference during the next inspection.
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Appendix L Inspection of Substructure Elements
19
Appendix L Inspection of Substructure

Elements
19.1
Introduction
The substructure is the component of a bridge that includes all elements supporting the
superstructure. Its purpose is to transfer the loads from the superstructure to the foundation
soil or rock. The primary structural elements of the bridge substructure are the abutments
(including wingwalls) and the piers (or trestles).
19.2
Inspection procedures
Inspection procedures for substructure elements are the principally the same as superstructure
elements of similar material type, particularly when it involves material deterioration. However,
because stability is a paramount concern, checking for various forms of movement is required.
Vertical Movement
Vertical movement can occur in the form of uniform settlement or differential settlement. A
uniform settlement of all bridge substructure units often will have little effect on the structure,
although it will affect the vertical alignment of the railway track(s) and road onto and off the
structure.
Differential settlement can produce serious distress in a structure. Differential settlement may
occur between different substructure units, causing damage of varying magnitude depending on
span length and structure type. It may also occur under a single substructure unit causing an
opening of the expansion joint between the abutment and wingwall, or it may cause cracking or
tipping of the abutment, pier, or wall.
The most common causes of vertical movement are soil bearing failure, consolidation of soil,
scour, and deterioration of the abutment foundation material.
Inspection for vertical movement, or settlement, should include:
Investigate existing and new cracks for signs of settlement;
Examine the superstructure alignment for evidence of settlement (particularly the bridge
deck kerbs or railing);
Check for scour around abutment and pier footings or foundations;
Inspect the joint that separates the wingwall and abutment for proper alignment;
Check for any new or unusual cracking.
Lateral Movement
Earth retaining structures, such as abutments and retaining walls, are susceptible to lateral
movements, or sliding. Lateral movement occurs when the horizontal earth pressure acting on
the wall exceeds the friction forces that hold the structure in place.
The most common causes of lateral movement are slope failure, water seepage, changes in soil
characteristics, and time consolidation of the original soil.
Inspection for lateral movement, or sliding, should include:
Version 1.4
Inspect the general alignment of abutments, wingwalls, piers and exposed footings;
Check the bearings for evidence of lateral displacement;
Examine the opening in the construction joint between the wingwall and the abutment;
Investigate the joint opening between the primary elements;
Settlement of fill behind the abutment and wingwalls;
Check the expansion gap at the ends of spans;
Examine for clogged drains and/or water seepage;

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Appendix L Inspection of Substructure Elements
Inspect for erosion or scour of the embankment material in front of abutments or pier
footings.
Rotational Movement
Rotational movement, or tilting, of substructure units is generally the result of unsymmetrical
settlements. Abutments and walls are typically subject to this type of movement.
The most common causes of rotational movement are scour, erosion, saturation of backfill, soil
bearing failure, erosion of backfill along the sides of the abutment, and poor design.
Inspection for rotational movement, or tilting, should include:
Version 1.4
Check the vertical plumbness of the substructure;
Examine the clearance between individual spans;
Inspect for clogged drains or weep holes and/or water seepage;
Investigate for cracks, and record the crack width, length, and direction.

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Appendix M Inspection of Underwater Structural Elements
20
Appendix M Inspection of Underwater

Structural Elements
20.1
Introduction
Where structural elements are continuously submerged, underwater inspections must be
undertaken to establish their condition. Underwater structural elements must be inspected to
the extent necessary to determine with certainty that their condition has not compromised the
structural integrity of the bridge.
In general, the term "underwater inspection" is taken to mean a hands-on inspection that may
require underwater breathing apparatus and related diving equipment.
20.2
Frequency
All structures should receive routine underwater inspections at the time of the Engineering
Inspection, but special inspections may be implemented more frequently where appropriate for
the individual bridge.
Structures Engineer can determine underwater examination frequency greater than 6 years for
structures other than timber piles and shallow footed piers.
The decision must at least be based on the following factors:
Last inspection date;
Structure type;
Water flow characteristics;
Risk of scouring;
Risk of deterioration of elements;
Local environment.
The underwater examination for rail bridges must not lapse more than 12 years.
20.3
Methods of Underwater Inspection

There are three general methods used to perform underwater inspections:
Wading inspection;
Self-contained diving (SCUBA);
Surface-supplied diving.
Wading Inspection
Wading inspection is the basic method of underwater inspection used on structures with shallow
streams. The substructure condition should be evaluated using a probing rod, sounding rod or
line, waders, and possibly a boat.
Self-contained Diving (SCUBA)
In this mode, the diver operates independently from the surface, carrying his/her own supply of
compressed breathing gas (typically air). This dive mode is best used at sites where
environmental and waterway conditions are favourable, and where the duration of the dive is
relatively short.
Extreme care should be exercised when using SCUBA equipment at bridge sites where the
waterway exhibits low visibility and/or high current, and where drift and debris may be present
at any height in the water column.
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Surface-Supplied Diving
Surface-supplied diving uses a breathing gas supply that originates above the water surface
providing the diver with a nearly unlimited supply of breathing gas, and also provides a safety
tether line and hard-wire communications system connecting the diver and above water
personnel. Using surface-supplied equipment, work may be safely completed under adverse
conditions.
Method Selection Criteria
In determining whether a bridge can be inspected by wading or whether it requires the use of
diving equipment, water depth should not be the sole criteria. Many factors combine to
influence the proper underwater inspection method including:
20.4
Water depth;
Water visibility;
Current velocity;
Streambed conditions (softness, mud, "quick" conditions, and slippery rocks);
Debris;
Substructure configuration.
Diving Inspection Intensity Levels

Three diving inspection intensity levels have evolved as follows:
Level I: Visual, tactile inspection;
Level II: Detailed inspection with partial cleaning;
Level III: Highly detailed inspection with nondestructive testing.
Level I
Level I inspection consists of a "swim-by" overview at arms length with minimal cleaning to
remove marine growth. Although the Level I inspection is referred to as a "swim-by" inspection,
it must be detailed enough to detect obvious major damage or deterioration. A Level I
inspection is normally conducted over the total (100%) exterior surface of each underwater
element, involving a visual and tactile inspection with limited probing of the substructure and
adjacent streambed.
The results of the Level I inspection provide a general overview of the substructure condition
and verification of the as-built drawings. The Level I inspection can also indicate the need for
Level II or Level III inspections and aid in determining the extent and selecting the location of
more detailed inspections.
Level II
Level II inspection is a detailed inspection that requires that portions of the structure be cleaned
of marine growth. It is intended to detect and identify damaged and deteriorated areas that
may be hidden by surface growth.
A Level II inspection is typically performed on at least 10% of all underwater elements. The
thoroughness of cleaning should be governed by what is necessary to determine the condition of
the underlying material. Generally, the critical areas are near the low waterline, near the mud
line, and midway between the low waterline and the mud line.
On submerged piles, horizontal bands, approximately 150 to 300 mm in height, should be
cleaned at designated locations. On large elements, such as piers and caissons, areas
approximately 300mm square should be cleaned at three or more levels on each face of the
element (or at quarter points for circular elements). Deficient areas should be measured, and
the extent and severity of the damage recorded.
Level III
A Level III inspection is a highly detailed inspection of a critical structure or structural element,
or an element where extensive repair or possible replacement is contemplated. The purpose of
this type of inspection is to detect hidden or interior damage and loss in cross-sectional area.
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This level of inspection includes extensive cleaning, detailed measurements, and selected
nondestructive and partially destructive testing techniques.
Level III inspections are not included in the scope of Engineering Inspections and will be
undertaken as part of a specific investigation. The scope for Level III inspections shall be agreed
with the National Bridges & Structures Engineer prior to commencing work.
20.5
Types of Inspection
Routine Inspections
A routine inspection is typically undertaken as part of an Engineering Inspection. It is an
intermediate level inspection consisting of sufficient observations and measurements:
To determine the physical and functional condition of the bridge;
To identify any change from "inventory" or previously recorded conditions; and
To ensure that the structure continues to satisfy present service requirements.
The scope of work for a routine inspection should include:
A Level I inspection of all the submerged elements;
A Level II inspection on at least 10% of submerged elements.
The dive team should also conduct a scour evaluation at the bridge site, including inspecting the
channel bottom and sides for scour and, in particular, checking for local scour in the vicinity of
submerged elements.
Damage Inspections
Certain conditions and events affecting a bridge may require more frequent, or unscheduled,
inspections to assess structural damage resulting from environmental or accident related
causes.
A Level III inspection may be necessary to determine the need for emergency load restrictions
or closure of the bridge to traffic and to assess the level of effort necessary to repair the
damage. The amount of effort expended on this type of inspection will vary significantly
depending upon the extent of the damage. If major damage has occurred, the inspector must
evaluate section loss, make measurements for misalignment of elements, and check for any loss
of foundation support.
Situations that may warrant a Level I inspections include:
Floods - bridge elements located in streams, rivers, and other waterways with known or
suspected scour potential should be inspected after every major runoff event to the
extent necessary to ensure bridge foundation integrity.
Situations that may warrant Level III inspections include:
20.6
Vessel impact - elements should be inspected underwater if there is visible damage;
Buildup of debris at piers or abutments - the buildup effectively lessens the waterway
opening and may cause scouring currents or increase the depth of scour;
Evidence of deterioration or movement;
Following significant earthquakes.
Qualifications of Diver-Inspectors
All divers shall have a commercial divers license and have all appropriate insurances to
undertake the work.
The underwater inspector must have knowledge and experience in bridge inspection. When
necessary, the Structures Engineer shall be present at site to direct the divers during the
underwater inspection in order to determine the extent of any damage.
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21
Appendix N Inspection of Miscellaneous Structures
Appendix N Inspection of Miscellaneous

Structures
Generally, the elements that comprise Miscellaneous Structures should be inspected in
accordance with the recommendations given in Appendices E to K of this Procedure.
Where blockage is occurring in a waterway, the inspector is required to make an assessment if
the material causing the blockage will be flushed away during a storm event. Only where the
inspector makes an assessment that the blockage will not be self flushing s/he should allocate a
defect category in accordance with the Standard, ETE09-01.
It should be noted the above descriptions cannot cover every situation and the inspector is
expected to exercise judgement based on local knowledge and experience to identify the
criticality of identified defects and deficiencies during an inspection.
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22
Appendix O Inspection of Redundant Structures
Appendix O Inspection of Redundant

Structures
Generally, the elements that comprise Redundant Structures should be inspected in accordance
with the recommendations given in Appendices E to K of this Procedure.
Redundant structures could be located in close proximity to operational tracks or anywhere
within the railway corridor.
All redundant structures must be inspected to ensure they do not incur any safety risk to the
public at large and/or normal train operations.
Some typical things to look for during inspections are as follows:
Structural integrity ensuring that it will not fail or collapse under its own dead load,
due to wind load, vibration, etc.
Dangerous sites are properly fenced off.
All ladders attached to structures are at least 3m above ground level to prevent children
from climbing up the structures.
All water tanks and their openings are properly secured to prevent entry of children into
tanks.
All water tanks are empty.
Track side access roads at bridge abutments or at other dangerous locations are
adequately protected by road traffic barriers, earth mounts or other suitable barricades
to prevent vehicles being driven off the high embankments.
Appropriate signage is displayed at all concerned structures, track side access roads,
etc.:
Access for Authorised Persons Only
Danger Falling Objects
Danger No Pedestrian Access
Danger Do Not Climb
Road Closed
Etc, etc.
It should be noted the above descriptions cannot cover every situation and the inspector is
expected to exercise judgement based on local knowledge and experience to identify the
criticality of identified defects and deficiencies during an inspection.
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23
Appendix P Engineering Inspection Process Flow Chart
Appendix P Engineering Inspection Process

Flow Chart
Appoint Engineer
ENGINEERING INSPECTION
Structures Representative
Structures Engineer
Obtain Engineering Inspection

schedules
Inspector Accreditation
National Bridges &

Structures Engineer
Review Scope
(as requested)
Prepare Brief for Engineering

Inspection
Prepare proposal for
Inspections and submit.
Review Proposal and make

recommendation
(as requested)
Review Proposal and ensure

Inspector Acceditation
Engage Engineer
Inspection Preparation
Organise existing information

including:
Inventory
Previous inspections;
Outstanding defects;
Drawings;
Load rating.
Access to BMS
Pre-inspection investigation to
identify key issues for
inspection
Undertake As-New Load

Rating and Fatigue
Assessment
(or review previous ratings)
Arrange inspection schedules
Arrange Track Protrction /

Access if required
Arrange Timber Boring /

Underwater Examination
if required
Prepare Safety Plan
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Structures Engineer
National Bridges &

Structures Engineer
Undertake onsite safety briefing
Receive Inventory Updates

(if any)
Check structure inventory
Assess condition of elements
Inspection
Assess and re-evaluate:

Outstanding deficiencies
Previous observations
Record defects
Receive Inspection Defects
Complete Inspection Defects and

submit
Assess as-is load rating and fatigue

assessment of structure (if required)
Receive Draft Engineering Report

from Engineer
Version 1.4
Complete and submit draft

Engineering Inspection Report,

Page 77 of 89
Structures Engineer
National Bridges &

Structures Engineer
Review Defect Categories

and Repair Priorities
Accept recommendation
Discuss recommendations
Inspection Review / Approval
Resolved
Discuss recommendations
and advise resolution
Allocate accepted remedial

actions actions
Present Draft Report

Review draft Engineering
Report with Structures
Representative, Structures
Engineer and Asset
Manager
as required
Arrange review of draft

Engineering Report with
Structures Manager,
Structures Engineer and Asset
Manager
Finalise Report in BMS and submit

for approval of overall inspection
Update BMS and Corporate

Asset Management System,
(as required)
Version 1.4
Update BMS for any

specific instruction

Page 78 of 89
24
Appendix Q Visual Inspection Process Flow Chart
Appendix Q Visual Inspection Process Flow

Chart
VISUAL INSPECTION
Inspection preparation
Structures
Representative
Assign Inspections to
internal
Structures Inspector
For appointment of
external structures
inspector refer to
process chart in
Appendix M
National Bridges &

Structures Engineer
For each structure obtain

the following information:
Previous defect reports
Inventory
Arrange for:
Access
Track protection as
required
For external structures

inspector refer to
process chart in
Appendix M
Check bridge inventory
Inspection
Assess and re-evaluate:

Outstanding defects
(Category A-D)
Observations (Category
M)
Receive Inspection
Report from Inspector
Version 1.4
Identify new defects:

Category defects
Defect type
Repair priority
Photographs
Complete Inspection Data

Reports

Page 79 of 89
Inspection Review / Approval
Appendix Q Visual Inspection Process Flow Chart
National Bridges &

Structures Engineer
Review defects and

modify
recommendations
(as required)
Any significant
changes
Yes
Review changes and

agree required actions
No
Allocate remedial and

MPM actions
Approve overall
inspection in BMS
Version 1.4

Page 80 of 89
Appendix R Determination of Condition Rating
25
25.1
Introduction
During an Engineering Inspection, the Structures Engineer is required to visually inspect each
structural element using a standard condition rating system. The analytical process for effective
bridge management relies upon this element condition information.
With a systematic inspection regime in place, monitoring condition over time is a sensitive
means of tracking the performance of an element and ultimately of the bridge. A worsening
change in condition is a clear indicator of element deterioration. In addition, change in condition
may be used to test and demonstrate the effectiveness of adopted maintenance repair
strategies. Structure element condition is a most useful input for identifying maintenance repair
needs.
The Structures Engineer shall make an assessment of the condition of each standard element
and the extent over which that condition applies in accordance with ETE-09-01.
25.2
Measurement
The extent of each condition state affecting an element shall be measured as a percentage of
the whole element. That is, the percentages in each condition state (1, 2, 3 & 4) must add up to
100% of the whole element observed at the site.
Each element to be assessed is quantified in terms of measurement as follows:
i.
Number of units making up the element (each);
ii.
Length of the element (lin m); or
iii. Area of the element (m)

The condition rating and its extent, for each element shall be recorded as a percentage of each
condition state in the appropriate column in the Structures Inspection Database. The quantities
of each element and their condition are not required unless specified elsewhere. The accuracy of
the percentages determined for each condition state shall be within +10%.
In assessing condition rating, the Structures Engineer should first determine the worst condition
affecting the element (i.e. Condition 4) and its extent, and progress through to the best
condition (i.e. Condition 1).
a) When the unit of measurement is based on the area of the element in (m), the percentage
in each condition state is the area affected by the condition divided by the total area of the
element multiplied by 100; i.e.
Area in Condition State
X 100%
Total Area of Element

When rating areas of deteriorated concrete, certain assumptions will be required to
estimate the affected areas. It is common that the damaged area is much larger than the
cracks or spalls visible.
The damaged area shall be taken as an area a quarter of a metre all round the crack or
spall or when interconnected with other cracked or spalled areas then the damaged area
will be a quarter of a metre around the total area of deterioration. This will also apply to
the undersides of the deck where the deck reinforcement is showing at the concrete surface
but no cracking or spalling exists, i.e.
For a small spall the minimum area of deterioration for the condition rating shall be
m.
For a crack across the deck the minimum area will be metre by the width of the deck.
For a corner bar crack in a pier wall the deteriorated area will be a quarter of a metre
(or wall thickness if less) by a quarter of a metre on the wall face by the length of
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crack plus a quarter of a metre if the crack commences at the footing or by metre if
the crack is higher up the wall.
Steel, precast concrete, timber and asphalt areas rated on a square metre percentage
basis shall simply be based on the area of deterioration visible.
b) Where the unit of measurement is based on length (lin m) the percentage in each condition
is:-
Length in Condition State

Total length of Element
x 100%
When rating concrete elements that are measured in lineal metres an estimation of the
length of the cracked or spalled concrete needs to be made. A similar basis to that adopted
for determining areas of concrete affected is used.
If one severe crack occurs through a kerb say over the pier and is assessed as Condition
3 the length in that condition is m (0.25 m each side of the crack). If the total length of
kerb is 100m the overall assessment would be: Condition 4 -
0%
Condition 3 -
1%
Condition 2 -
0%
Condition 1 -
99%
If precast concrete panel is badly cracked or broken, the whole precast panel will require
replacement so the length of the panel should be considered as the damaged length in poor
condition state.
Steel elements with measurements in lineal metres, i.e. box girders and truss top and
bottom chords, that have cracks in welds, or parts of the element which could affect on the
strength of the element, should have the whole element rated in Condition 4.
c)
When rating elements on an each basis, the measurement of a particular condition rating
shall be determined as the number of units affected by that condition as a percentage of
the total number of units. The most severe condition observed on the unit determines its
condition rating.
If total number of beams is 4 and one beam has small areas of Condition 4 with the
remainder in Condition 1, and the other beams are all in perfect order and assessed as
Condition 1, the overall assessment would be:-
Version 1.4
Condition 4 -
25% (i.e. 1 beam)
Condition 3 -
0%
Condition 2 -
0%
Condition 1 -
75% (i.e. 3 beams).

Page 82 of 89
Appendix S Load Rating of Bridges and Culverts
26
Appendix S Load Rating of Bridges and

Culverts
26.1
Introduction
In addition to the requirements provided in ARTC Code of Practice Section 9 and ETE-09-01 the
following is provided.
26.2
Load Rating Results

The definition of Rating Factor is provided in AS 5100.7 as:
RF =
Available bridge capacity for live load effects

Live load effects from the nominated rating vehicle
where the nominated rating vehicle is 300LA railway design load.

The structural capacity of a railway bridge or culvert shall be expressed in terms of the
equivalent LA loading (i.e. RF x 300LA).
The live load rating of a road bridge is expressed in terms of standard R and T vehicles.
Where the structure has been rated for specific train consist the results shall be expressed in
terms of:
26.3
The Rating Factor (RF) for that vehicle under full DLA;
The minimum equivalent LA loading ;
Where the value of RF is less than unity (1.0), for each structural element the following
should be reported:
The reduced speed necessary to raise the value of RF to unity (1.0) i.e. reducing
DLA with respect to lower speed;
Calculated load factor (L) for live load with full DLA.
Train Load Effects

The load effects from the following train consists must be considered as a minimum unless
otherwise specified in Scope of Work:
For all lines 300LA design loading with 1.6 live load factor inactive traffic;
RAS 270 locomotives hauling RAS 270 wagons with 1.4 live load factor inactive traffic;
RAS 210 locomotives hauling RAS 210 100T general freight or RAS 210 92T steel
wagons with 1.4 live load factor inactive traffic;
For heavy coal lines Heavy Haulage Coal trains active traffic;
For all main lines Main Line Freight Trains with 25t and 23t axles active traffic.
All the above train consists with their load effects on all elements under consideration must be
uploaded in the BMS.
26.4
Speed Restriction
Railway bridges in Australia have historically been designed and load rated in accordance with
American and British practices and to Australia New Zealand Railway Corporation (ANZRC)
bridge design manual.
In 2004, Australian Standard 5100: Bridge Design was introduced, covering both road and rail
bridges.
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AS 5100 considerably increased the required allowance for dynamic effects (Dynamic Load
Allowance) which must be applied to short-length primary load carrying elements in rail bridges,
in comparison to past railway practices. This generally affects span lengths of less than 8
metres, and particularly span lengths of less than 4 metres.
AS ISO 13822 - 2005: Basis for Design of Structures Assessment of Existing Structures (which
applies to structures generally, not just bridges) aims to provide guidelines for extending the life
of structures, while limiting construction intervention. The guidelines include procedures for
assessment based on past performance.
Adoption of AS13822 -2005
ARTC adopted application of AS 13822 refer Engineering Bulletin ETB09-01 dated September
2008. The application of AS 13822 can allow the existing train operating conditions to prevail
across steel bridges without reducing the operational track speed or undertaking any upgrading
work to conform to AS 5100 requirements.
Application of AS 13822 -2005
Load carrying capacity of structures can be derived using AS 13822 provided the original
physical and structural integrity of element under consideration have not been significantly
altered and similar traffic conditions prevail.
Traffic Conditions for main lines
Train configurations with load effects not exceeding more than the load effects of
current traffic ;
Performance based on at least past 20 years of operation for current traffic.
Element Conditions
Original physical characteristics and structural integrity of element is not altered by

either strengthening or replacing it;
Element has not suffered more than 10% loss in capacity when load rated using
dynamic load allowance factor (impact) from ANZRC Manual 1974. The impact load for
open deck steel bridges is determined by taking a percentage of live load;
I =
31
+ 40 - 3L3
150
Where Y = girder spacing and L = element length up to

25m
For ballasted deck steel bridges use 90% of impact for
open deck.
Application of AS 5100
Where the above traffic and element conditions for the application of AS 13822 cannot be
attained then the load carrying capacity of that element shall be carried out using dynamic load
allowance from AS 5100.
Management System
All the above traffic and element conditions shall be locked in BMS against each affected bridge
where AS 13822 has been utilised to assess its load carrying capacity. The BMS will trigger
requirements of AS 5100 whenever any one of the conditions reaches its prescribed limit.
26.5
Fatigue Rating
The theoretical remaining fatigue life of only steel elements of railway bridges are required
under engineering inspection.
26.6
Wind & Sway Bracing

The wind bracing (secondary elements) of the old steel bridges are fabricated mostly from flat
bars and as such they do not have adequate theoretical capacity for the current railway traffic in
accordance with the AS 5100. The old sway bracing angles and riveted connections also do not
have adequate theoretical capacity.
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Page 84 of 89
However, experience to date has shown that in reality there is no evidence of distress to
suggest that they are being overloaded. Where the existing braces are rated between 0.8 and
0.99 for the current traffic then the Structures Engineer should give firm recommendations on
inspection frequency, intervention levels and responses necessary to maintain safety. Where
rating is below 0.8 then consideration should be given for monthly inspections and replacement
within a reasonable timeframe.
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26.7
Train Consists
Some typical train consists are shown below:
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Version 1.4

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26.8
Road Vehicles
The R vehicle is a rigid truck with the same configuration as the prime mover portion (first 3
axles) of the T vehicle.
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Road Bridge Load Limit Sign
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Page 89 of 89

Structure Inspection Procedure

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Structure Inspection Procedure

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Structures Inspection Procedure

Originally published as ETN-09-01 Structures Inspection Manual

Banner added regarding mandatory requirements in other

Updates to Appendix B, E, F & P.

Updated with pre-approved amendment (Nov 2011) to remove CRN

Updated inspection process for Bridge Wood panels, Fibre

Australian Rail Track Corporation Limited 2014

This document is uncontrolled when printed.

Procedure Owner ............................................................................... 6

Reference Documents ......................................................................... 7

Structures Management System ............................................................. 7

Inventory Information ........................................................................ 8

Engineering Inspection ......................................................................... 10

Inspection Procedure .........................................................................10

Data Recording .................................................................................14

Inspection Review .............................................................................17

Visual Inspection .................................................................................. 19

Inspection Procedure .........................................................................19

Data Recording .................................................................................21

Inspection Review .............................................................................21

Special Inspection ................................................................................ 23

Inspection Procedure .........................................................................23

Track Patrol .......................................................................................... 24

Inspection Procedure .........................................................................24

Data Recording .................................................................................24

Appendix A Structures Management System Inventory Attributes..... 25

Appendix B Asset Register Attributes Controlled Values ................. 28

Appendix C Structural Elements ......................................................... 33

Appendix D Element Location ............................................................ 45

Appendix E Inspection of Steel Structural Elements .......................... 47

Appendix F Inspection of Timber Structural Elements ....................... 53

Appendix G Inspection of Concrete Structural Elements .................... 57

Date of last revision: 10 Feb 14

14.4 Element Condition Assessment Guidelines ............................................58

Appendix H Inspection of Fibre Composite Structural Elements ........ 60

Appendix I Inspection of Interflow Expanda & Rotaloc Pipes ............ 63

Appendix J Inspection of Masonry Structural Elements ..................... 66

Appendix K Inspection of Tunnels....................................................... 68

Appendix L Inspection of Substructure Elements ............................... 69

Appendix M Inspection of Underwater Structural Elements ............... 71

Appendix N Inspection of Miscellaneous Structures ........................... 74

Appendix O Inspection of Redundant Structures ............................... 75

Appendix P Engineering Inspection Process Flow Chart .................... 76

Appendix Q Visual Inspection Process Flow Chart ............................. 79

Appendix R Determination of Condition Rating .................................. 81

Appendix S Load Rating of Bridges and Culverts ................................ 83

Date of last revision: 10 Feb 14

Mandatory requirements also exist in other documents.

Track Patrol Inspections.

Provide data on the current condition, performance and environment of a structure

Date of last revision: 10 Feb 14

Structures Management System

ARTC Track & Civil Code of Practice Section 9 Structures

ETG-09-01 Structures Inventory

ETE-09-01 Structures Inspection.

Structures Management System

Figure 1 Structures Management System Processes

Date of last revision: 10 Feb 14

Steel - including cast and wrought iron elements / components;

Masonry including brickwork and stonework;

Date of last revision: 10 Feb 14

Date of last revision: 10 Feb 14

Inspection of Steel Structural Elements;